The performance grind featured 0. It runs for upto 40 days on single charge.
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Pagination for search results. Equipped with the stock heads, cam, and truck intake, the 4. Torque production exceeded lb-ft from 3, rpm the start of the test to 5, rpm. Owners of the original small-block will envy this type of torque curve.
It should come as no surprise that a cam swap was first on the list for our little LS. For part 1, we decided to start small. Crane supplied a small but powerful hydraulic roller profile that offered 0. Swapping the cam required the removal of the coil packs and valve covers to allow access to the stock rocker arms.
The rocker arms were removed to eliminate spring load and lifter contact on the cam. We should note that during the valvetrain reinstall we upgraded the pushrods to hardened units from Crane Cams. With our rockers and pushrods removed, off cam the Meziere electric water pump.
Next came the LS damper. Eagle-eyed readers will recognize this as a Corvette damper. Unfortunately, the factory truck damper was damaged on our salvaged engine so we installed this Vette unit we had on hand.
Using a three-jaw puller designed specifically for the LS application, we removed the retaining bolt followed by the press-fit damper. With the damper out of the way, we unbolted the front cover to gain access to the three bolts securing the timing chain and cam gear. We made sure to rotate the engine with the spark plugs removed to push all the lifters up into their respective lifter trays then position the engine at TDC before attempting to remove the cam gear.
With the cam gear removed, next came the four bolts holding the cam retaining plate. Out came the factory cam and in went the Crane stick. Cam swaps are a breeze on the engine dyno, but care must be taken not to damage the cam bearings. After installation of the Crane cam, we installed the cam retaining plate followed by the cam sprocket and timing chain.
With the engine at TDC, the timing mark on the bottom of the cam gear should point at the timing mark on the top of the crank gear. Despite the relatively mild profile, the Crane cam offered a significant jump in power. The cam swap increased the peak power numbers from hp and lb-ft of torque to hp and lb-ft of torque, gains of 48 hp and 14 lb-ft. Measured out at 6, rpm, the cam swap netted a gain of 80 hp! The dual-plane was installed on the awaiting LR4, and yes we know it is backward. The final test involved running a single-plane Victor Jr.
This test was performed more to illustrate that this mild 4. Looking just at the peak numbers hp and lb-ft tells only part of the story. Check out the graph to see that the single-plane lost out to the dual-plane through most of the power curve, and the limited displacement, mild cam, and stock heads never allowed it to rev high enough to take advantage of what the Victor Jr.
Swapping over to the Crane cam netted some impressive power gains. Every bit as important as the increase from hp and lb-ft of torque to hp and lb-ft of torque was the fact that the cam swap improved the power output across the entire rev range. Having more top-end power is good; having more power everywhere is even better.
This graph illustrates clearly that our mild 4. The dual-plane Performer RPM offered more power than the single-plane through most of the rev range.
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