I tried searching but I guess C9 is too short, or really TTg35forT was the only one that used those letters in his threads

Has anyone even tried these? Seems like the C8s and the BC 272s are fairly common and make nice powerbands. The extra mm in lift could mean nice gains though, but maybe not to 8000rpms?.

Is clearancing the heads for these cams that difficult?

I cant imagine they wont idle very well, but that can be adjusted with a rpm bump, and tuned in with intake cam adjustment.

opinions?

 

With their duration, the C9's will make power to 8k rpm. This is beyond the rpm that JWT recommends, though, based on the cam profile and spring combination. I would call JWT and ask to speak with Jim Wold himself. That is what I did when I had questions about their cams. He knows these cams inside and out and will tell you whether he recommends them for your build. I think he will tell you that you are taking a risk pushing those cams to 8k rpm, but check with him to be sure. If he says not to push them that high in the rpm range, I would look at the GTM, Kelford and BC stage 3 cams. Also, I would look at using a billit girdle and billit main caps.

 

aluminum or steel girdle? or does it matter?

thanks!

 

I have the standard IP billet steel girdle. Pricing on those main caps from GTM is pretty crazy and we havent really seen any problems...

I keep searching though, someone has to have used a 28x* cam on a solid turbo car. I'll call JWT and see what they say as well.

Any idea on how involved clearancing the heads for that much lift would be?

Realistically though, prolly just go with simple route and BC3's as they have been proven on Hals car, Albertos, Tom's, etc..

 

Rich,
Will you have to clearance the head? I'm not certain how large the chamber is but I'd think you might need larger reliefs in the pistons too.

Tom

 

http://www.injectedperformance.com/e...t.aspx?ID=7794

The IP girdle is aluminum, correct?

 

well for the C9 and their 13mm lift, JWT says you have to clearance. I'm getting custom pistons, but overall that much work might not be worth it compared to 900$ BC cams.

I could also look at the Kelfords stage 3 with 288* duration but less lift so I wouldnt have to mess with the heads. But, dont see anyone using those as well....

 

Sorry. I meant to hit the quote button. I didn't realize that I hit the edit button.

 

(I fixed the post).

Mine are chrome moly (4140). Heavier, but stronger...

Here is the link to the girdle and main caps that I have:

http://www.gtmotorsports.com/product...cat=264&page=1

 

No worries - it was just unexpected is all.

Do you have any concerns about the difference in thermal expansion coefficients between the different materials employed (aluminum mated to steel)? I suppose more rigidity and less expansion with heat means maintained bearing clearances...

 

I think you are correct, though it seems to me that when Nissan selected the dimensions for the main bearing journals, main caps and bearings, they would have taken thermal expansion into consideration.

Nonetheless, I have talked to Sam about the 4140 main caps on multiple occasions. Evidently, he has a customer in Europe racing extensively with the VQ35DE motor, and they were going through bearings quite frequently. They discussed this with Sam, and GTM had 4140 main caps fabricated and then sent them to the customer. Evidently, it really helped with the longevity of the motors. So then Sam decided to make it a standard product offering.

 

ya, you r right. I have it at home and didnt even open it though. For some reason I read billet steel. well hopefully, either way it does its job!

 

I believe you need to clearance the valve covers as well.

 

i got mine in the other week and its very high quality peice of work. If it can handle the injected cars it can surely handle what im gonna throw at it. And for the price/peice of mind i couldnt see why not too buy it. Do they make MAIN CAPS? or is GTM the only one? Id call them but im out of the counrty right now and the internet alone is a luxury .