Any proven turbo cams out there and who designed it for you?
03-25-2009, 03:07 PM
#1
TECH Fanatic
Thread Starter
iTrader: (3)
Join Date: Jul 2004
Location: Arlington Tx
Posts: 1,039
Likes: 0
Received 0 Likes
on
0 Posts
Any proven turbo cams out there and who designed it for you? Any proven turbo cams out there and who designed it for you? If you could lets see some specs. This is for a 408 TT with a 6spd. I was going to use my cam 244/248...612/615...112+2LSA. Will this cam work? I was told that it would make good power but no torque. I dont know anything about FI like back pressure or anything like that. I seen speed inc has a cam that is a 240/240..588/588..112LSA. What kind of cam is good? A square cam? A spilt cam? What LSA do you want? Thanks for any help.
03-25-2009, 04:22 PM
#4
Big kettle of worms. Most now seem to favor a tight split like 232/238 with lift around 600 not that much higher if you don't like to change out springs pretty frequently like every 20,000 miles. and you can get valve float more easy under boost so good to leave some headroom. And most turbo cams seem to be 115 lsa minimum with even higher like 120 being also fairly common.
I got my cam from lingenfelter who has a bit of experience with fast turbo cars. They use the same cam in 408, 427,346. Its pretty mild for lift but I put in some 1.8 rockers and its got a pretty big normal split and high lsa. I have no dyno numbers from my car but do have some from a near identical build to mine. Same cam and same heads as me in a 402 tt car.Cam don't seem to be hurting anything but he had 1.7 rockers and he didn't post the dyno graph. Still good torque numbers I thought.
The cam is very driveable and no noticeable lope. Pretty easy to tune it seems. Its very similar to z06 cam. Not sure how much the new ls9 cam is similar.
05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL
My lift would be like 590 with the 1.8 rockers. And duration would go up slightly.
If did change it likely would go as said for something a bit more duration and tighter normal split ,still keep around 600 lift and maybe go a bit tighter lsa like 116 or 117 .
We need to see some dyno comparisons in turbo car with only the cam being the different mod to really prove some of the cam theories floating around.
.606rwhp -640trq - 7.6 psi. 91 pump gas ( my wife drives the car with no problems
2.656rwhp -670trq 9.0 psi
3.707rwhp -773trq 11.6psi
4.736rwhp -812trq 13. psi
car makes 735rwhp(over 840 HP at the crank) on 13psi 812rwtrq(over 900 TRQ at the crank) ..car is a beast. will do the 1/4 LOW 10'S AND over 138+ mph.
I got my cam from lingenfelter who has a bit of experience with fast turbo cars. They use the same cam in 408, 427,346. Its pretty mild for lift but I put in some 1.8 rockers and its got a pretty big normal split and high lsa. I have no dyno numbers from my car but do have some from a near identical build to mine. Same cam and same heads as me in a 402 tt car.Cam don't seem to be hurting anything but he had 1.7 rockers and he didn't post the dyno graph. Still good torque numbers I thought.
The cam is very driveable and no noticeable lope. Pretty easy to tune it seems. Its very similar to z06 cam. Not sure how much the new ls9 cam is similar.
05-07 ZO6 cam 210/230 .561/.557 –120.5 LSA
Lingenfelter GT7 208/230 .554/.546 –121CL
My lift would be like 590 with the 1.8 rockers. And duration would go up slightly.
If did change it likely would go as said for something a bit more duration and tighter normal split ,still keep around 600 lift and maybe go a bit tighter lsa like 116 or 117 .
We need to see some dyno comparisons in turbo car with only the cam being the different mod to really prove some of the cam theories floating around.
.606rwhp -640trq - 7.6 psi. 91 pump gas ( my wife drives the car with no problems
2.656rwhp -670trq 9.0 psi
3.707rwhp -773trq 11.6psi
4.736rwhp -812trq 13. psi
car makes 735rwhp(over 840 HP at the crank) on 13psi 812rwtrq(over 900 TRQ at the crank) ..car is a beast. will do the 1/4 LOW 10'S AND over 138+ mph.
03-25-2009, 05:31 PM
#5
TECH Fanatic
Thread Starter
iTrader: (3)
Join Date: Jul 2004
Location: Arlington Tx
Posts: 1,039
Likes: 0
Received 0 Likes
on
0 Posts
Speed Inc's LSA on there turbo stroker cams is a 112. I called them and ask them about how I thought turbo cams where around 115 and theirs was on a 112. They said that they have tested many diff cams LSA and that 112 was better.
03-25-2009, 05:43 PM
#6
alot of the turbo cams that i have seen have the characteristics of a tight duration split, (as said above) and many of them with the exhaust duration being lower than the intake.
here are some from the turbo forums. i know mainly for mustangs but the same idea
http://www.theturboforums.com/smf/in...?topic=28415.0
here are some from the turbo forums. i know mainly for mustangs but the same idea
http://www.theturboforums.com/smf/in...?topic=28415.0
Trending Topics
03-30-2009, 05:11 PM
#10
On The Tree
Join Date: Dec 2005
Posts: 125
Likes: 0
Received 0 Likes
on
0 Posts
There is no perfect "turbo" cam, like there is not one perfect NA cam. You have to look at the size of the motor, RPM range, and most importantly..the turbo system itself. Is it a high backpressure system that needs no overlap, or is it more of a race system with low backpressue in the hotside? Lots of varibles
03-30-2009, 09:43 PM
#12
TECH Fanatic
Thread Starter
iTrader: (3)
Join Date: Jul 2004
Location: Arlington Tx
Posts: 1,039
Likes: 0
Received 0 Likes
on
0 Posts
There is no perfect "turbo" cam, like there is not one perfect NA cam. You have to look at the size of the motor, RPM range, and most importantly..the turbo system itself. Is it a high backpressure system that needs no overlap, or is it more of a race system with low backpressue in the hotside? Lots of varibles
03-30-2009, 10:17 PM
#14
Check my post a few above and look at how much torque that vette made its way more than the hp at every boost level. So would have to say its the displacement. Unless its the heads or cam. In which case I have all the bases covered since have just about same displacement same heads and same cam as that guy.
You are also going 408 ? So should have similar numbers too I would think. Torque is also pretty heavily dependent on timing I think. And running alc injection or e85 should all more timing which should give more power and more torque. And then there is compression ratio.I am running 9.5. But think that just lets me have higher power at lower boost.
Hopefully get some dyno numbers on my build in the next few months. No dyno in my city its several hundred miles away. But am getting curious. Of course with the upgraded turbos you are going to have higher numbers of hp and torque than the standard kits.
You are also going 408 ? So should have similar numbers too I would think. Torque is also pretty heavily dependent on timing I think. And running alc injection or e85 should all more timing which should give more power and more torque. And then there is compression ratio.I am running 9.5. But think that just lets me have higher power at lower boost.
Hopefully get some dyno numbers on my build in the next few months. No dyno in my city its several hundred miles away. But am getting curious. Of course with the upgraded turbos you are going to have higher numbers of hp and torque than the standard kits.
03-31-2009, 08:27 AM
#16
Not sure if I can give u a good answer but Ill shoot it. I think because of low back pressure and being a rearmount. Or maby the dyno hell im not sure but I had the car built around top end racing not the 1/4 mile. I think somebody would chime in onthis hell I dont really know.
03-31-2009, 11:00 AM
#18
8 Second Club
I have always had comp do mine. Ask for John Williams he has done alot of turbo and works with FAST so alot of efi experance. I run alot more lift than you will want to on a street car. Mine is .780 with 1.6s and i run more duration than most it is over 245@.050 on both and the lsa is 114 but I run it straight up. no advance. From what i have found is that high ration rocker on a cam not made for them (lobe profille) is harder on springs and will cause float at a lower RPM than a lobe desiged for it. It speeds the accelaration of the valve off the seat up and falls off the nose fasster and it is harder to controle the valve. if you lose controle of the valve it is lifter and spring problems to come. The spring i run has over 900 lbs open pressure.
