The 469 breathes better at high rpm than stock, so there's more air going through the engine, which means you see less pressure in the intake manifold but more power. Same thing happens with BVH.Sorry man, also on the 469. Got a question if you monitor your boost by any chance? Since I stalling my catcam, I see boost rises in the rpm range until around 4000-4500rpm and then stop increasing from there? Whereas before as with any other cooper s with stock cam, the boost rises all the way to red line. Is this just a characteristic of the cam? I always wonder if going back to stock cam will see higher power levels due to an increasing boost level to red line
Thanks, always was wondering if I was experiencing a boost leak as the pressure would peak early and then just stays the same all the way to red line. Thanks for the replies here, I can lay this concern to rest in my head haha.The 469 breathes better at high rpm than stock, so there's more air going through the engine, which means you see less pressure in the intake manifold but more power. Same thing happens with BVH.
the head is the most important part of the equation. Many of the cams Newman is selling with high duration and lifts are made for my head, not the lower flowing heads people are putting them ona Newman PH3/4 has a published duration only 6deg behind the 463 which I'm going to use for a bit, and over 1.5mm more exhaust lift, although some info can be taken at different points. Whether a 463 or 4 is right for you or not might depend on what you want from the car or if you're changing anything else and if you like the compromise/s.
the Mini's heads and exhaust manifolds are so restrictive that fixing that is the first priority as you can gain up to 40whp just by porting and a mild cam. The key is to find out what you are going to use the car for and design the cam around it. Having a stroker allows you to cover up larger cams as you already have the added torque down low. Once you go TVS on top of that down low is just wheel spin so having the ability to shift that power up top really is a blessing. Knowing how each cam affects peak torque will help you design the proper setup for the car you are going to be happy driving in all conditionsI agree with potential for too much cam, or too little, been there myself trying cams in heads I bought used, one made all the power late and another other lost 20 haha.
Personally I view the cam as the more important, it is that which determines any engines characteristics before a head, the head should be spec'd for the cam, obviously if it is known that a car will be a race car of a certain type then perhaps it's a given the cam and head will be an advanced spec. I'd be considering the capability of the engine to carry some cams though, meaning if it can't rev through the full band it's a waste of cam, then with a wild cam there's possibly a higher idle and peaky cams with lag that narrow the band, then the transmission fast becomes a factor too if it can't help the engine spin all of the time well in the band where the power is.
The 469 needs to be above 4 or 4.5k as it is really, using the 463 or certainly the 464 will likely leave you a narrow band and lag then might need more rpm than you have available making it narrower still, then you have a gearbox compromise too potentially. All food for thought.