In one of the engine masters comps I saw engine builders with 10+ degrees advance? 112 @100 & 108@98 whats up with this, I thought ouce you went much past 4 degrees you had the wrong cam? I am still trying to figure the lsa thing out , can some of you guys with wide lsa explain why you went with 110 or 112 instead of 108 or 106 and how it effects your power band

EM engines are about the most purpose built engines I know of.
Previous rules dictated; 10.5:1, flat tappet cam, spec pump gas and
HP/TQ averaged from 2500-6500 RPM/engine displacement x 1000

I'd completely disreguard anything cam related, unless you are
building an entry for EM competition.

New rules are going to be more open and more fun.

Also the more its advanced(to a point) the more torque
you will build... the exhaust valve closes sooner
making more pressure

With duration and lift being = how much different will a cam be with a 108lsa installed @ 104 too a 110lsa installed @ 106?

Quote:

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I'd completely disreguard anything cam related, unless you are
building an entry for EM competition.

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Just to clarify.....previous EM engines were built to make the most
HP and TQ between 2500-6500 RPM not wanting to make any trade
offs, not 5000-7200 RPM as most build for drag racing.

emarine....I sent you a PM.

I am trying to cam up from 260@.050 - 106 on 106 to 270 , I am trying to extend my torque peek from 5500 to as high as possible with a peek rpm of 7k my current cam drops torque fast after peek , what is the best lsa 108 on 104 / 108 on 106 / 108 strait up /110 on 106 , need more power from 6500 to 7000?

There are to many variables on the lobe designs, intake and exhaust configurations and so on to say that a particular duration camshft will work best at a predetermined intake lobe timing. My messeage is that you will need to install your cam at a starting point and then take it to the track and test, test and retest some more on the whole tune up, jetting, valve lash, timing, sprak plug heat range, collector length, tire pressures, stall and shift rpm and then once you have it where it quits picking up or slowing down try moving the cam intake lobe timing and retest it again. I will say that I have found on the limited cam tsting I have done that BB Mopar B-RB engines with stock type heads, including Eddy RPMs and those like them, like close LSA(108 to 101 LSA) and most of the stock stroke 440 like 2 to 6 degrees advance on the intake lobe timing My 512 C.I., now 518 C.I., pump gas street motor with 440 port size CNC ported Eddy heads likes the Comp Camms custom ground 260 @ .050 int., 266 @ .050 EX. 108 LSA solid roller cam installed at one to two degrees advanced in the car and a little more cam advance on the engine dyno It makes peak power at 5800 rpm now on the engine dyno and likes to be shifted at or above 7000 RPM+ in the car To many variables in motor parts to make a broad statement on camshaft LSA and ILC in my opinion