Have been looking to get some cams for my engine.

I have a EDM B18c6 with benson style sleeves.
84x89.
Wiseco 11.5cr pistons.
New bearings balanced etc etc.

The head is up next,

Have been looking around and found some GSC Power Division NA cams.
They have 2 cams; N1 and N2.

N1 specs are;

High lobe (IN/EX)
280/276 Duration
246/240@1mm Duration
11.6mm/11.5mm Peak valve lift
104/106 Center line

N2 specs are;

High lobe (IN/EX)
296/288 Duration
266/258@1mm Duration
12mm/11.5mm Peak valve lift
102/104 Center line

Can some cam guru tell me if 1 of these cams will work for me?
The FI guys have been getting some good numbers on the Turbo cams made by GSC Power division.
That made me look for the NA cams. Are they any good? Google didnt help me alot with the NA cams.

Thnx!

 

I would prefer N2 if I must choose from that short list.

 

What cam would you advice me, Skunk2 Pro 1/2?

 

Pro2 from your second list.

 

I've been looking at these to (N2) for my motor. Haven't seen any guinea pigs yet.

 

The N2 from the list, its a shorter lift type cam, and the duration is round about between a pro1/pro2. They are a good company, widely used in Evo's, STI's, etc etc. I've spoken to greg on a few accounts and I can tell you , that Like me, they take quality very very close to heart.
They are just recently coming into the honda line, they've been majority with Evo, sti type of cars.

I think their NA lineup needs some work, but like Zolton recommended a pro2 would be better ideal from your offered suggestions.

 

Mr. DDT a question(s). What could we expect out of the N2 cams being a shorter lift and a bigger duration? Where would you predict these cams making decent power?
Your input is much appreciated.

 

Thnx for the replies. Got myself some Pro2's.

Can't wait to build up my engine.

Thnx guys

 

Duration should be dependent somewhat on stroke, I'm a huge believer in duration on the b series / h series engines, peak lift is not always the end all be all, when it comes to the standard 3 lobe cam..

I like the duration numbers on the cams, i think it does lack some lift, but i dont see why the n2's couldn't support anywhere from a 200-230whp simple b series build, if i had to guess.. they are a nice cam to me, for a stock like setup..or a bolt on/shelf parts build.

 

Thanks bud. I'm going to give them a call and order a set, see what they do.

 

I'm also interested in the GSC N2 cams.. They seem similar with the Skunk2 Tuner2.. Am I right?

 

Jun 3 INTAKE lift - 12.0 mm, duration 265 @ 1mm EXHAUST lift - 11.5 mm, duration 265 @ 1mm

GSC N2- High lobe (IN/EX) 296/288 Duration 266/258@1mm Duration 12mm/11.5mm Peak valve lift 102/104 Center line

They look more similar to jun 3 cams IMO. But, this is just an opinion

 

I see a lot of these import cams are "reverse split", meaning the intake duration is greater than the exhaust duration. What's up with that?

 

In my opinion, split duration does not work better but you should not be afraid to try new things. Generally speaking, in most cases split duration is going to hurt your torque numbers if you were able to try 2 sets of similar spec cams where one uses split duration and the other one does not use it.

Here's what Ed Iskenderian has to say about it

"...Why is it that so many people (racers & cam grinders alike) insist on running a cam with longer exhaust duration regardless of what equipment is employed? The answer is "habit". Most of them have been somewhat successful in doing it their way and will probably never change unless virtually forced by circumstances to do so.

Before we go any further however let's review what it actually is we are trying to do with an engine when we attempt to make more power. Our best result comes when we are cognizant of the fact that an engine is basically an air pump. We pump it in and out (although in a different form) and we have problems when one side or the other is restricted. Balance or the equilibrium or flow should be our objective, unless of course we are not trying to make more horsepower!

Example #1 (Oval track racing) Here, I have often observed that the most experienced drivers are those who are most likely to run a single pattern (equal on intake and exhaust duration) cam. Why? Because such cams always, I repeat always make more torque! These veterans have a more educated foot and greater experience in feathering the throttle in the corners. They can therefore, utilize the benefit of added torque, in the lower to mid RPM range, to their advantage.

Their counterparts, the younger drivers on the circuit, generally are not as experienced and may at times actually get "crossed up" in the corners especially with a lighter car or when they are learning the ropes. In their case, a longer exhaust duration is often the more appropriate choice. It will often help them to drive better, more "flat footed" if you will, without consequence. But please for the sake of accuracy, let us be truthful. The benefit comes from an actual bleeding off of low to mid range torque, which is always what happens when Exh. Duration is lengthened, not from any improvement. The improvement, (if any) would come because of an improvement in scavenging at the extreme upper end of the power curve and would usually be marginal at best. Yet the so-called "extra power" potential of a longer Exh. Duration cam is most often why they are touted - power most people are backing away from at the end of the strait away!

Example #2 (Drag Racing) At the drag strip it's a little different and I feel more honest. Here, racers have long enjoyed longer exhaust and longer durations across the board (If I may add specifically for the purpose of "killing" low-end torque) to keep the tires from too easily breaking lose. This has been successful and sometimes actually results in a slight increase in top end power - something you can actually use in drag racing since it is a full throttle endeavor through the lights. Keep in mind here though, it's quite possible that a longer duration cam overall would have done just as well or better. In other words if you needed that longer exhaust for top end, perhaps the intake could have benefited from such a lengthening as well. ..."


Now, its very possible that you try a split design and it makes more power than another design because spec for spec, there are a lot of things inside a cam design and you cannot just point to the duration.

The general idea is that by changing the duration of the exhaust side, you are getting rid of exhaust gas faster or vice versa. My guess it's more for marketing

 

^^ I'm actually testing this. On a motor now, for some H series cams i'm doing.

 

The answer is 4V versus 2V. Four-valve motors flow a lot better at lower lifts and this favors the exhaust flow.

 

How does that favor the exhaust?

 

Multi-valve heads flow better at lower lift - more flow window. And the majority of flow in the exhaust occurs at lower lifts.

 

Just get Rocket to do some M22x cams for you

 

such a comedian dave lol

 

Why is that funny? I could have sworn I have seen Rocket around here lately.

I don't think Mr Flood (Dyno Dave) is joking, at least , that is how I read his post.

 

Rocket and DDTECH both know how many sets of cams I have tried in setups like this guy is building and the cam that stands out the most with the best average low and high cam TORQUE is the M22x in the 1800 to 1900cc VTEC B series engine.
Thankyou Nikos

 

From what I've seen and is a common consensus with cam grinders I work with or have worked with, single lobe pattern gives you the broadest torque curve.

Iskanderian is pretty smart (Armenian).

 

Dave if i'm not mistaken, you've never tested or owned a set of "ddtech" cams. Nor have I ever seen a dyno posted on this forum of M22x cam's beating DDTECH cams in similar setups to what was posted. Some pretty big assumptions you are making with that statement.

 

where did his post say he tested DDTECH cams?

he didnt. Thanks. Instead of trying to pick a losing fight, maybe you should try helping in threads. thats if....you are able to.