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Old 04-06-2013, 10:34 AM   #11
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Did you pull the trigger and get the cams ?

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Old 04-06-2013, 11:04 AM   #12
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I'm ordering them Monday. I decided to go with the more aggressive grind. I know this isn't going to be great for me right now, especially considering CFM's site claims a minimum C/R of 11:1. However, I do intend to do a full N/A build eventually, and I'd be kicking myself if I didn't get an aggressive enough cam to keep up with whatever may happen down the road.

Anyway, I emailed Cat about the whole "minimum C/R" thing, and they claim it won't really be an issue. So, I intend to order the cams (with VCT), springs and retainers Monday, and then a variable gear at some point next week.

Looks like Massive has the best pricing, so it looks like I've got some more stickers coming my way.
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Old 04-06-2013, 12:32 PM   #13
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What did they claim the Min compression you could run on 93 octane ?

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Old 04-06-2013, 02:36 PM   #14
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They didn't. I made it clear I was to be running them in an otherwise stock (or basically) engine. They mentioned that power should be around what the other, less aggressive grind does in a stock engine -- which they claim to be 206 on a Caterham with ITB's. That seems unrealistic..
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Old 04-06-2013, 04:46 PM   #15
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Actually 206 doesnt seem unrealistic , I have done a lot of Caterhams Zetec that have 185-189 on 93 octane fuel and UTB`s

SVT makes more power so just ITB on a stock SVT makes 174-178 HP then add cams , more compression , Caterham header and exh and 206 would be easy to reach

Bigger cams will move your useable RPM up the range more but doubt they will make any more power , meaning if the stg2 cams were 3500-8000 the stg3 cams would be something like 4000 to 9000

Not going up on compression will play a role in going to the bigger cams , You will need the billet oil pump gear to turn past 7400 and I would think about a custom intake manifold , larger TB and 3 inch intake piping TB to filter with accommodations for the MAF right into the piping , I would also plan on a full 3 inch Exh from the header back

In most cases it cost more to go NA and you end up with far less TQ and in the end its the TQ your after not the HP dont get cought up in the HP # look for the TQ #

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Old 04-07-2013, 01:25 AM   #16
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I'm fully aware of the pitfalls of staying N/A, but there's still something that just draws me toward it.

As for the power band - CFM's site says that the '13' grind is good for 25000-70000 RPM, and the '14' (which is what I'm planning on) is 3500-7500 RPM. I was aware of the oil pump issue, but would it be possible to put together a tun that would keep it driveable - up to a safe-ish 7200 RPM - until I go ahead with the actual build? I've been without my car for too long now, and I'd love to get it back on the road for Spring...but don't want to break the bank in the process.
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Old 04-07-2013, 10:10 AM   #17
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Yes a tune can be done where you can limit the 7200

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Old 04-07-2013, 12:50 PM   #18
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Where does one go about acquiring a billet gear these days...?
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Old 04-08-2013, 09:44 AM   #19
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Did you try William at C-F-M ?

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Old 04-08-2013, 10:26 AM   #20
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Just the website -- it says sold out with a TBA return date...

I'll probably stick with the stock gear for now (along with a low redline) - just putting together a sort of parts list.
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