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Posted by / 15-Oct-2017 21:06

Free over 60s cam

We hear the whiners all the time: “Everybody runs those stupid LS engines. ” We’ll admit LS engines are less than visually inspiring; there’s a good reason these engines are popular. We added a mild Isky cam, valvesprings, and lifters and added 70 big ones. Our dyno victim started life as a 2002 LM7 5.3L motor (325 ci) and is among the most prevalent LS engines on the planet. Factory specs for this engine with its truck EFI is 285 hp and 325 lb-ft of torque, which is pretty good for essentially a small-bore (3.78 inch), long-stroke (3.62 inch) version of the traditional Chevy 327.Show us another engine that will deliver 70 hp with a simple cam swap! Because we were crunched for time, we didn’t baseline our engine with an Edelbrock Performer RPM dual plane intake and 1-3/4-inch American Racing headers, but the guys at did with an identical 5.3L motor that made 315 hp and 325 lb-ft of torque.All this took less than an hour to come up with a peak horsepower of 385 at 6,100 and 398 lb-ft torque at 3,900 rpm.This represents a dramatic 70hp improvement over the stock cam.Isky’s solution replaces the tiny roller bearings with a proprietary bushing material that radically increases the bearing surface area.Isky credits this lifter with what they call the Big-Foot Effect where load distribution is increased by over 350 percent compared to needle bearings.

Isky was one of the first cam companies to address the issue of roller lifter needle bearing failures that seemed to especially plague big-block Chevys with mechanical roller cams and high spring pressures.

we started with a 0 craigslist 5.3L iron truck motor 350.

This is representative of that configuration so we used these numbers for our baseline … Because the cylinder heads on these LS engines produce much better flow numbers than those stock mid-’60s small-block Chevy heads, these late-model engines respond wonderfully to even a mild camshaft upgrade.

The term refers to the number of cam degrees between the intake and exhaust lobe centerlines.

The larger the LSA number, the more degrees between the lobes, which results in less valve overlap between exhaust valve closing and intake valve opening.

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