Block is then fitted with 'Deck Plate' and torqued to operating spec with ARP Studs. Pistons are cleaned and Mic'd, the Connecting Rods are cleaned and Mic'd on the big and small end. W11 Stock Short Block: Using a good core the engine is cleaned and inspected. Re-built the OEM R53 W11 Short Block : $21 00.00 - No Coreīuilt Performance R53 W11 Engine : Price $ 7135.00 - Core required
#THUMPER CAM CRACKED#
Refun will be declined if chambers are cracked There is an ADDED core fee on all heads: $500.00 - Happy refunded when a rebuildable head is received wintering 14 days 500 lift, Larger Stainless valves, +1.8 mm int, +2.3 INCONEL Exhaust, with the under cut stems and when tied together with the performance valve job with the back cut (more low lift flow). Custom Bronzanium 90 Guides, PAC Racing Valve Spring components for 8000+ revs and Camshafts with over.
aggressive Throat and Bowl contour and smoothing. Your rev limitations, and cam lift!! No cookie cutter here!! This HEAD TPR-2R will take all the boost you can stuff in to this little engine!! Deeper port work.
TPR-2R Not just another BVH, this is custom built to your needs. MPG isn’t your bother, being there first is!!
#THUMPER CAM FULL#
Still not a full on Racer, however like to show the tail lights to others? Great power mid to top end (where EVER that is.) Higher flowing larger stainless valves with the under cut stems for even more airflow, the Exhaust Valve is INCONEL to take more heat, titanium Retainers and Valve springs for 7800 revs.
#THUMPER CAM MODS#
TPR-2 Suggested Mods 15-19% pulley/ CAI/ exhaust / camshaft and a tune. This head is perfect for the spirited drive, or the occasional Track day!! MPG actually increases!!! the trip to work, or on the way to Jack's for fish and chips! Usual mods are the exhaust/ pulley/ CAI. This is a tricky cam, it idles like a 292, but as soon as it gets to about 2000/2200 it becomes a pussy-cat, like the that it is.TPR-1 I s a ported Head with stock valves size to maintain the low end when you are OFF the boost. And with that and an ICA of 61/62 the pressure should be fairly low. But with aluminum heads on a 318, and running premium gas getting detonation might be a non-issue cuz 9.5Scr is about all you can get at zero deck. You just have to bring the timing in a little faster to be similar at stall, and then slow it down on the way to 3200ish,to prevent detonation. if you fire it a little later as the peak-pressure occurs further down the bore, it smoothes out the idle. If you have a TC you can run a lot more timing, and pretty early with the bigger TCs, cuz it doesn't get as jumpy down low the TC smoothes it out. More like 5* down there and 14* idle and with aluminum heads and 11.3Scr, she liked 32/34 power-timing. and a stock heavy flywheel, mine was not all that rough, and I could pull it down to 650 or a little less with the clutch but she sure wouldn t do that with timing locked at 36*. If you then give her what she wants as to timing and fuel.and compression. If you put it in at 107similar to what I did at first, it will have the overlap split very similar to the 279 Thumpr. I drove the 292/292/108 for about a year. Then tune the off-idle to about 2200rpm.Īnd if you just can't get it, make sure that all the lobes are still on the cam. Do not attempt any other tuning until the idle is close to perfect. Idle speed setting will be with idle-air bypass, with perhaps a couple of degrees of timing one way or another. Now, you can begin the tune, but do not disturb the T-port sync much, if at all. Then I would check the valley for vacuum, and if none found,I would reconnect the PCV.And finally prove no external vacuum leaks. I would set the sync first,with the mixture-screws out 2.75 turns, at 18*idle timing, and no butterfly holes at all, and plug all other vacuum sources on the intake, including the PCV. Those holes and all that timing, has thrown your T-Port sync off that's why it's lean. I have heard these in 318s at 700 or less and they do sound awesome. This cam needs a lotta compression, with aluminum heads. Make sure the metering rods are staying down tune the idle with the springs out if you have toĢ0-600-4 - Thumpr™ Hydraulic Flat Tappet CamshaftsĢ79/296/107+5 is a pretty ugly idling cam for a 318 posting 73.5* overlap. What did you set the installed centerline to?ġ/8 per plate is too much, maybe waaay too much make sure the secondaries are completely closed with those sewer drains, and you may have to bypass the PCV with holes that big. Back up the bus we are not the racer's forum so I assume this is a street engine.
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