Mishri

if people are consistently seeing a 50whp gain across the board then they are likely worth the cost, is that with supporting mods like cai/exhaust/boss intake? 460whp N/A sounds like fun.

edit: watched the vid, most of the gains are after 6000rpm, with 429whp and 390wtq I wonder if it was an otherwise stock car? looks like it has exhaust, but that might only be muffler/tips. Now I don't know.... might not be worth it, I'll have to see track results and more testing with full bolt ons.

parchisi

Couldn't really see it in the video, but looks like the hp curve was below stock under 5k rpm. The cams really started to come into their own at 5,500 rpm. Seeing a full dyno graph including torque curves would be very enlightening. Also curious that the specs listed on the first post state an LSA of 126. Is that just a starting point or is that locked in? If its a locked in LSA, that might contribute to "peaky" engine performance.

Mishri

I'd be willing to guess that the only time it will be worth doing cams is if you are doing heads too. they've gotten 500whp already out of a H/C/I combo, I'm sure in time they'll be getting more out of it too. I believe when I added up all of the mods it was almost the same as the supercharger right now, but maybe in the future if it's cheaper to do H/C/I and get 550whp I might go that route (probably not)

arion45

Any updates on the comp cams?

essayons

nvm...

JIM5.0

If I remember correctly, the LSA of 126degrees is the stock default LSA with the TiVCT in default position. I doubt that it means that you lose independent cam phasing, I think it means that in default position, the TiVCT always returns to 126 degrees LSA with the ability to spread them out wider or narrow them in closer depending on the RPM bandwidth you are in.

As for the power really coming to its own in the higher RPM bandwidths, longer duration cams, which these all are, are suited for that. Of course, the stage three ones with the longest duration out of the stage choices. is the one that shifts the torque curve, and therefore the power curve, upwards in the RPM bandwidth.

And thus, you do sacrifice some low end torque and therefore power with longer duration cams because of poorer exhaust scavenging and some exhaust gas coming back through the still open exhaust port to pollute the fresh incoming fuel-air charge, thus the "lope."
This can be corrected by opening the LSA with TiVCT to minimize the valve overlap and also by choosing an exhaust of tuned header lengths so that the return pulses assist in proper scavenging to pull out the exhaust gases rather push some of it back in to pollute the next charge. Of course, a tuned exhaust for lower RPM to eliminate lope will not be as beneficial for higher RPM operation.

Tommy Mac

Theys been a lot a problems with those cams. Comp's manufacturer screwed them up on machining oil holes and rear sprocket. Comp didn't catch it and a lot got out. Then they found out Ford had changed the print and they had hundreds of set made to the wrong specs. It happens when you try to do that stuff on the sly.

lawman1

I have a dyno graph you can look at on the cams/head/intake. As far as the torque curve, it moves to the right. You don't notice any loss down low. What you do notice is the irresistible desire to step into it. And As far as the cams being bad. Mine arent. My car has had at least 10 dyno pulls and substantial safe but vigorous driving no problems.