I agree, I kept asking the guys... whY? WHY are you doing this and they said... no problems YET. If I hadnt seen it with my own eyes, I wouldnt have believed it. I asked Tong like 5 times, retainers at least? He was,
nope. Stock GSR. If I remember, there was a falloff
after 8500, but not by much I saw him dyno his car
last in mid april. He drives it HARD on the street, at
sebring and at the drag strip and "no problems yet."
My only point is to illustrate the fact that power can be made on medium sized cams. If one can get 200whp+ on an ITR motor on stock cams, you sure as heck can do it with skunk stage 1s. That is my only point here. I like the idea of cams in the 260+ range, I guess with tuning with systems like Hondata you can realize the power on them. I surmize based on seeing alot of charts with hot stage 2 and 3 cams on stock timing curves, the ECU cannot keep up with all those extra CFMs. Fuel tuning cannot compensate for this.
It almost inherently begs the question in saying Stage 2. Why are they calling it a stage 2 cam? Well, tuning with NA what do you first, I,H,E maybe a piggyback fuel computer and a stage 1 cam. When you move up, raising the compression a bit, adding full ecu tuning and port work seems to be the formula for stage 2 cams, perhaps even some properly sized injectors for the added output and upper RPM power. valvesprings and retainers could be added here with lighter valves for more slightly more accurate valve timing. I reccomend using CTR or stage 1 skunks until you can do nothing else but change the cam. Just buying cams is not a shortcut to 220whp