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RSI N/A cam with +T?

K

kcernest

New member
Joined
Feb 22, 2013
Any idea on how this will perform? About to do a stock parts +T on my 88 b230 with a 92 head with oversized valves and the RSI N/A cam in it and just wondering what peoples thoughts are. Could just get a turbo cam and sell the cam/header combo together I guess but wanted to know what peoples thoughts are on how this might perform.
 
kcernest said:
Any idea on how this will perform? About to do a stock parts +T on my 88 b230 with a 92 head with oversized valves and the RSI N/A cam in it and just wondering what peoples thoughts are. Could just get a turbo cam and sell the cam/header combo together I guess but wanted to know what peoples thoughts are on how this might perform.
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I can't speak to the NA cam performance when boost is involved, but I can say that I hope you don't have an automatic. The NA cam makes good power (well, at least in an NA application) but driving an automatic car with one is not fun. It really, really doesn't want to idle.
 
grnmachine02 said:
I can't speak to the NA cam performance when boost is involved, but I can say that I hope you don't have an automatic. The NA cam makes good power (well, at least in an NA application) but driving an automatic car with one is not fun. It really, really doesn't want to idle.
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Trust me, I know:lol:

I do have an automatic and it does not like to idle at all. Likes to die going into D or R from time to time. It's a real pain it the arse.

Might just sell the cam/header combo but I think I'll see how it behaves first.
 
On the topic of N/A cams with boost, Capt. Bondo (who can be rather cantankerous at times) seemed really into this idea. His reasoning was sound and some of the examples floating around supported him (that mad 500hp Turbo Hayabusa as an example).

Essentially, if you could keep back pressure really low TO AVOID OR MINIMIZE REVERSION, then you could run N/A cams in turbo setups and get away with it.
 
kcernest said:
Trust me, I know:lol:

I do have an automatic and it does not like to idle at all. Likes to die going into D or R from time to time. It's a real pain it the arse.

Might just sell the cam/header combo but I think I'll see how it behaves first.
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There's something else wrong with your car if it won't idle. It's not the cam or header, most likely vacuum leaks.
 
It idles, it's just so damn lumpy that if you catch it at the wrong time it will die. Runs great otherwise.
 
BDKR said:
On the topic of N/A cams with boost, Capt. Bondo (who can be rather cantankerous at times) seemed really into this idea. His reasoning was sound and some of the examples floating around supported him (that mad 500hp Turbo Hayabusa as an example).

Essentially, if you could keep back pressure really low TO AVOID OR MINIMIZE REVERSION, then you could run N/A cams in turbo setups and get away with it.
Click to expand...


Bondage did not know or care enough to think about what he was saying..Far too status fixated..his own goal obsessed.

Of course it you want ****-tons of hp--really high HP numbers --the most you can get out of a given design, you build it like a proper n.a. motor, icluding a way bad-ass n.a. camshaft...then add turbo..
Great. max power
And a power curve which looks like a bad ass n.a. power curve cause it IS a n.a. power curve just a lot higher up.

And if its waaaaaaay waaaaaaaaaaaay bad ass build you will need a proper close ratio box and shorter final to keep it on power, and aggressive shifts.



But most people here aren't out to do that or know how or have the gearbox...or the rest of the drive train.
 
That was kind of my line of thinking and why I asked in the first place. I didn't build this head but it is very bland until the stratosphere of the rpm range. Was hoping someone had something positive to say but it looks like the whole build will be scrapped for a b230ft.
Thanks fam.



John V said:
Bondage did not know or care enough to think about what he was saying..Far too status fixated..his own goal obsessed.

Of course it you want ****-tons of hp--really high HP numbers --the most you can get out of a given design, you build it like a proper n.a. motor, icluding a way bad-ass n.a. camshaft...then add turbo..
Great. max power
And a power curve which looks like a bad ass n.a. power curve cause it IS a n.a. power curve just a lot higher up.

And if its waaaaaaay waaaaaaaaaaaay bad ass build you will need a proper close ratio box and shorter final to keep it on power, and aggressive shifts.



But most people here aren't out to do that or know how or have the gearbox...or the rest of the drive train.
Click to expand...
 
kcernest said:
That was kind of my line of thinking and why I asked in the first place. I didn't build this head but it is very bland until the stratosphere of the rpm range. Was hoping someone had something positive to say but it looks like the whole build will be scrapped for a b230ft.
Thanks fam.
Click to expand...

Just spear in a T cam..Those motors I've built with T cam and something other than those thimble sized little Misterbitchy turbo (good T3s) go like stink and rev right up to the 6250 rpm fuel cut.
 
John V said:
Bondage did not know or care enough to think about what he was saying..Far too status fixated..his own goal obsessed.
Click to expand...

I've said my share where that's concerned. :)
Here's an idea. Let's talk about the idea and leave character assassination out of it. I repent saying what I said and should never have typed it in the first place.

John V said:
Of course it you want ****-tons of hp--really high HP numbers --the most you can get out of a given design, you build it like a proper n.a. motor, icluding a way bad-ass n.a. camshaft...then add turbo..
Great. max power
And a power curve which looks like a bad ass n.a. power curve cause it IS a n.a. power curve just a lot higher up.

And if its waaaaaaay waaaaaaaaaaaay bad ass build you will need a proper close ratio box and shorter final to keep it on power, and aggressive shifts.

But most people here aren't out to do that or know how or have the gearbox...or the rest of the drive train.
Click to expand...

You know... his reasoning was sound and was trying to look at this stuff in a way well beyond "what cam / what turbo / what xyz / do I use?" His ideas centered around the pressure ratio (if you will) between intake manifold and exhaust manifold and keeping the exhaust side pressure as low as possible (there is a lower limit of course).

I'm actually pretty sure he never stated that you had to use N/A cams in particular, but the example of the Hyabusa does back up his point. And not because of where it's making power in it's rev-range (which is incidental to this conversation BTW).
 
BDKR said:
On the topic of N/A cams with boost, Capt. Bondo (who can be rather cantankerous at times) seemed really into this idea. His reasoning was sound and some of the examples floating around supported him (that mad 500hp Turbo Hayabusa as an example).

Essentially, if you could keep back pressure really low TO AVOID OR MINIMIZE REVERSION, then you could run N/A cams in turbo setups and get away with it.
Click to expand...

I dug up some of the old threads you're referencing, and they look like interesting holiday reading:

http://forums.turbobricks.com/showthread.php?t=152021 - "More Full Cam Stats plus cam discussion" (missing key pictures)
http://forums.turbobricks.com/showthread.php?t=54766 - "Ping Whore" discussion
http://forums.turbobricks.com/showthread.php?t=153719 - "New 8v power record" (middle of pg 2 has start of EBR discussion)
http://forums.turbobricks.com/showthread.php?t=153817 - "Overlap & EBR: Discuss"
http://forums.turbobricks.com/showthread.php?t=8394 - "let's discuss backpressure!"
http://www.turbobricks.com/resources.php?content=camspec - Cam Specs from main www.turbobricks.com page

I'm trying to understand cam selection / backpressure / scavenging / reversion and N/A versus Turbo. I'd love to see some charts showing pressure at intake_valve/cylinder/exhaust_valve versus rotation -- like a cam lift chart, but plotting pressure. Do these exist for factory N/A and Turbo setups? It sure would help my understanding of what's going on.
 
bobxyz said:
I dug up some of the old threads you're referencing, and they look like interesting holiday reading:

http://forums.turbobricks.com/showthread.php?t=152021 - "More Full Cam Stats plus cam discussion" (missing key pictures)
http://forums.turbobricks.com/showthread.php?t=54766 - "Ping Whore" discussion
http://forums.turbobricks.com/showthread.php?t=153719 - "New 8v power record" (middle of pg 2 has start of EBR discussion)
http://forums.turbobricks.com/showthread.php?t=153817 - "Overlap & EBR: Discuss"
http://forums.turbobricks.com/showthread.php?t=8394 - "let's discuss backpressure!"
http://www.turbobricks.com/resources.php?content=camspec - Cam Specs from main www.turbobricks.com page

I'm trying to understand cam selection / backpressure / scavenging / reversion and N/A versus Turbo. I'd love to see some charts showing pressure at intake_valve/cylinder/exhaust_valve versus rotation -- like a cam lift chart, but plotting pressure. Do these exist for factory N/A and Turbo setups? It sure would help my understanding of what's going on.
Click to expand...



I'm sure glad to start a discussion on this sort of thing if there is interest but really, before I go this far down the rabbit hole I would rather just do an FT motor swap or do an LS swap. I think people get too bogged down in eeking out maximum horsepower one by one 'keeping it real' when really they should just be reasonable and swap that 'ish out.
 
kcernest said:
or do an LS swap
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VoBaVEz.jpg
 
Vincent Gagnon said:
VoBaVEz.jpg
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I appreciate your enthusiasm. You fit into three categories...
1. New to volvo 'performance'
2. Poor, ie. typical TB'er
3. Financially capable purist.... least likely and possibly most admirable.


Anyhoooo......... I'm a financially capable realist.... Do what makes the most sense to a cool looking car to make it perform the best for the least amount of money while maintaining reliability.

Peace bruuuhhhh
 
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