View Poll Results: Should I stick with JWT C2's or get bigger cams?
Stay with JWT C2's
10
34.48%
Get JWT C8's, JWT C9's or GTM Stage 3's
19
65.52%
Voters: 29. You may not vote on this poll
Poll: Stick with JWT C2's or go with Bigger Cams
#1
Poll: Stick with JWT C2's or go with Bigger Cams
I'm being indecisive here.
For my new build, stick with my JWT C2 cams or go with bigger cams (e.g., JWT C8's, JWT C9's, or GTM Stage 3's).
Realize, the difference between buying the new cams and selling the old ones (only $1,000 miles on them) will be at least $400.
Cast your vote.
A brief review of my new build:
GTM 4.0L stroker motor with all the GTM upgrades (coated pistons and bearings, chromemolly main caps and girdle, etc.)
GTM Stage 3 turbo kit (Garret 3071 turbos with 0.64 A/R turbines)
Cosworth Intake Plenum
Heads - match ported, Ferrea valves, JWT springs and ceramic coating on the valves and in the combustom chamber and ports
Greddy Evo TT Exhaust System
Edit: I'm expecially looking to get input from those of you who have a good amount of track (road course) experience with turbo builds.
Here are the cam profiles for any of those that did not see my post in maximariceboi's thread:
JWT C2
11.58 mm Peak Lift
225 deg. Dur. at 0.050" lift
261 deg. Adv. Dur.
7.5 deg. Before TDC Intake Opens
18.5 deg. After TDC Exhaust Closes
26 deg. Adv. Overlap
No Overlap at 0.050" lift (-10 deg.)
JWT C8 (VQ35DE)
12.01 mm Peak Lift
235 deg. Dur. at 0.050" lift
272 deg. Adv. Dur.
13 deg. Before TDC Intake Opens
24 deg. After TDC Exhaust Closes
37 deg. Adv. Overlap
0 deg. Overlap at 0.050" lift
GTM Stage 3 (VQ35DE and VQ35DE RevUp)
11.50 mm Peak Lift
245 deg. Dur. at 0.050" lift
288 deg. Adv. Dur.
??? deg. Before TDC Intake Opens
??? deg. After TDC Exhaust Closes
??? deg. Adv. Overlap
??? deg. Overlap at 0.050" lift
JWT C9 (VQ35DE)
13.11 mm Peak Lift
248 deg. Dur. at 0.050" lift
283.5 deg. Adv. Dur.
18.75 deg. Before TDC Intake Opens
29.75 deg. After TDC Exhaust Closes
48.5 deg. Adv. Overlap
13 deg. Overlap at 0.050" lift
My dyno with the C2's on a 3.5L VQ35DE and a Greddy TD05-18G TT kit is shown in post 17 of that thread: https://my350z.com/forum/forced-indu...greddy-tt.html
For my new build, stick with my JWT C2 cams or go with bigger cams (e.g., JWT C8's, JWT C9's, or GTM Stage 3's).
Realize, the difference between buying the new cams and selling the old ones (only $1,000 miles on them) will be at least $400.
Cast your vote.
A brief review of my new build:
GTM 4.0L stroker motor with all the GTM upgrades (coated pistons and bearings, chromemolly main caps and girdle, etc.)
GTM Stage 3 turbo kit (Garret 3071 turbos with 0.64 A/R turbines)
Cosworth Intake Plenum
Heads - match ported, Ferrea valves, JWT springs and ceramic coating on the valves and in the combustom chamber and ports
Greddy Evo TT Exhaust System
Edit: I'm expecially looking to get input from those of you who have a good amount of track (road course) experience with turbo builds.
Here are the cam profiles for any of those that did not see my post in maximariceboi's thread:
JWT C2
11.58 mm Peak Lift
225 deg. Dur. at 0.050" lift
261 deg. Adv. Dur.
7.5 deg. Before TDC Intake Opens
18.5 deg. After TDC Exhaust Closes
26 deg. Adv. Overlap
No Overlap at 0.050" lift (-10 deg.)
JWT C8 (VQ35DE)
12.01 mm Peak Lift
235 deg. Dur. at 0.050" lift
272 deg. Adv. Dur.
13 deg. Before TDC Intake Opens
24 deg. After TDC Exhaust Closes
37 deg. Adv. Overlap
0 deg. Overlap at 0.050" lift
GTM Stage 3 (VQ35DE and VQ35DE RevUp)
11.50 mm Peak Lift
245 deg. Dur. at 0.050" lift
288 deg. Adv. Dur.
??? deg. Before TDC Intake Opens
??? deg. After TDC Exhaust Closes
??? deg. Adv. Overlap
??? deg. Overlap at 0.050" lift
JWT C9 (VQ35DE)
13.11 mm Peak Lift
248 deg. Dur. at 0.050" lift
283.5 deg. Adv. Dur.
18.75 deg. Before TDC Intake Opens
29.75 deg. After TDC Exhaust Closes
48.5 deg. Adv. Overlap
13 deg. Overlap at 0.050" lift
My dyno with the C2's on a 3.5L VQ35DE and a Greddy TD05-18G TT kit is shown in post 17 of that thread: https://my350z.com/forum/forced-indu...greddy-tt.html
Last edited by ttg35fort; 05-08-2009 at 04:12 PM.
#4
Yes. Hopefully, at least once a month when it's done. Also, when running on the track I'll probably be dropping the boost to get the HP down around the 550-550 HP range. I may do some 1/4 mi. runs, but mostly just to see what the car is capable of.
I also use it to drive back and forth to work (about 4-5 miles each way).
I'm leaning toward getting something else as a daily driver next year.
Coach, I believe you have the APS Extreme TT kit, and I know you have the C8's. What kind of boost levels are you running and what level of RWHP?
I also use it to drive back and forth to work (about 4-5 miles each way).
I'm leaning toward getting something else as a daily driver next year.
Coach, I believe you have the APS Extreme TT kit, and I know you have the C8's. What kind of boost levels are you running and what level of RWHP?
Last edited by ttg35fort; 05-08-2009 at 12:25 PM.
#6
I have the the regular APS TT.With the stock tranny(AT) we hit 505whp and thats as much as the tranny could take. I was at 13psi. BUUUUUUUUUUT things are changing within the next 2 weeks, isn't that right JT
#7
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#8
Sorry to hijack thread but coach you hit 500whp on the stock......does that mean stock trans with no vb or such.
#12
OK, so far we have 4 to stay with the C2's and 5 to move up.
I'll edit the first post so that everyone sees the differences in the cams without having to look back at maximariceboi's thread.
I'll edit the first post so that everyone sees the differences in the cams without having to look back at maximariceboi's thread.
Last edited by ttg35fort; 05-08-2009 at 04:15 PM.
#15
I have seen many reports for improved peak power with the long duration cams, but I've seen very few actual dynos. It's the total area under the torque for the rpm segment that you'll be spending most of the time in that's most important. I really like your torque curve with the C2 cams (over 500 wtq from 3600 to 6200 rpms).
#17
#18
With the big turbo, and stroker, I would definately upgrade to something with more lift and duration. Rarely, do I find myself needing more midrange on a road course....but I could always put a little more top end power to good use.
#19
Any low end grunt you could potentially lose with the addition of a high duration camshaft will be made up for and then some by the increase in displacement from the stroker kit.
On the flip side the addition of high duration camshafts will allow your motor to perform better higher up in the rev range (albeit you peak power will occur lower in the rev range compared to a car with stock displacement due to the stroker kit).
Remember that a cam that seems wild or aggressive on a 3.5 liter will not be as aggressive on a 4.0 liter.
On the flip side the addition of high duration camshafts will allow your motor to perform better higher up in the rev range (albeit you peak power will occur lower in the rev range compared to a car with stock displacement due to the stroker kit).
Remember that a cam that seems wild or aggressive on a 3.5 liter will not be as aggressive on a 4.0 liter.
#20
still using the jwt S1 cams and a forged S1 short block with egale rods and arias pistons.
good work