We are planning on going through Richard's motor to fix some problems and upgrade some parts before he goes back to Denver for the DPC. One of the things we are considering is changing the 9100 cam out in favor of a 9200. Does anyone have back to back experience with both cams or even been around a truck that had a 9200 cam? One of the things we are concerned about is hurting how well the turbos spool. The 9100 cam really brings boost up pretty quick, and when you are at 8000 ft DA, that can make things difficult sometimes. Guy and Lorenzo told us the 9200 would lose some of the spooling characteristics, but they couldn't give us much in the way of exactly how much it would affect it. We don't want to run into an issue where we can't get on top of the chargers.
SoCal 9200 cam
- Thread starter JoshH
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That's open for suggestion as well. Would rather not have to do another reinstall but we will it it's necessary. Havent had much seat time in a good track scenario to see how this J will 60ft at the track regardless.
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if you were on edge before, id just up the converter stall close to the same amount the 9200 moves the power band from before.
or you can see if you can con Evan into letting you try the new converter dump valve for the allison, no need for a re-stall then. hasnt been released to the public from what i saw on his FB post.
or you can see if you can con Evan into letting you try the new converter dump valve for the allison, no need for a re-stall then. hasnt been released to the public from what i saw on his FB post.
From what my understanding of the 9200 is, IMO you're better off with the 9100 and the J you have now. The J is a fair bit of stall but it couples so damn well I don't think you'll see a reduction in 60ft times. The next converter above that would be an AR which is ~3400 stall and I believe overkill for the charger's on the truck.
Based on the way the truck ran and PW you were giving it, I don't think you guys are out of air yet but more so reaching the ideal limit of that injector size and as you found out the limitation in the block itself. If you'd have turned on the big stage it would have been an impressive number but would have been an even more impressive mess to deal with during DPC.
Based on the way the truck ran and PW you were giving it, I don't think you guys are out of air yet but more so reaching the ideal limit of that injector size and as you found out the limitation in the block itself. If you'd have turned on the big stage it would have been an impressive number but would have been an even more impressive mess to deal with during DPC.
I think the LL is higher stall than the J, but I don't think it is over 3400. I'm not 100% sure the cracked block doesn't have something to do with losing water pressure from a failed water pump. I agree on the injector; we will be stepping up on injector size as well. I think we have a pretty good game plan to make some improvements without taking away too much from our strong areas.
If you guys don't change the valley charger I cannot think of a reason to jump away from the J. The J is the best coupling high stall converter available from Goerend. I'll send you over some data I received from Goerend on dynamics inside the converters (J vs AR vs Q).
At Richard's power level I would just stick with a stocker. Those baby twins wont flow enough to benefit from big boy cams.
Are you going to engine dyno?
My thoughts are you won't know till you try, unless you are dynoing. Just have to accept the fact that you might have to put the 9100 back in with the engine in the truck.(not fun)
Caleb swapped cams a while ago without removing heads. Used 16 pen magnets to hold lifters up.
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My thoughts are you won't know till you try, unless you are dynoing. Just have to accept the fact that you might have to put the 9100 back in with the engine in the truck.(not fun)
Caleb swapped cams a while ago without removing heads. Used 16 pen magnets to hold lifters up.
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