turbo cam higher lsa and exhust right?
08-03-2007, 12:04 AM
#1
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turbo cam higher lsa and exhust lift right? ive been looking at building a turbo set up and have been reading that on a turbo car you need a higher lsa and a larger exhaust lift to spool turbo faster i cam across this cam from Lingenfelter and was wondering what effect this cam would have on a turbo engine vs non-turbo engine
Lobe lift:
0.326" i
0.568" e
Valve lift (1.7 rocker):
0.554" i
0.580" e
Valve lift (1.8 rocker):
0.587" i
0.601" e
Advertised (total) duration at 0.006":
261° i
277° e
Duration at 0.050":
208° i
224°e
Lobe separation angle (LSA)
117
also need help with bottom end knocking problem any help would be appreciated
https://ls1tech.com/forums/generation-iii-internal-engine/759478-rod-knock-torque-coverter-bolts-plz-help.html
Lobe lift:
0.326" i
0.568" e
Valve lift (1.7 rocker):
0.554" i
0.580" e
Valve lift (1.8 rocker):
0.587" i
0.601" e
Advertised (total) duration at 0.006":
261° i
277° e
Duration at 0.050":
208° i
224°e
Lobe separation angle (LSA)
117
also need help with bottom end knocking problem any help would be appreciated
https://ls1tech.com/forums/generation-iii-internal-engine/759478-rod-knock-torque-coverter-bolts-plz-help.html
Last edited by transam45; 08-03-2007 at 12:21 AM.
08-03-2007, 08:13 AM
#2
LS1Tech Co-Founder
iTrader: (34)
Maybe I can write something that will spur someone with superior knowledge to correct or state the following better.
With a given engine combo, assuming you have decent LSx heads and intake, a bigger cam can make more power over a smaller cam.
I think non-LSx older stuff tends to have lower lsa's because the heads and intakes aren't efficient at higher rpms. I am not of course talking about high dollar SBC or BBC stuff, but rather older stuff in general. So you will hear about someone running a low dollar SBC combo that has a (generalization) 230/230//110 cam because they want to keep the rpms down.
LSx stuff is different. Stocks heads flow well compared to older stuff, and now stuff like the L92 heads are an excellent bang for the buck. The L92 heads flow as well as some ported LS1 stuff! So you will see LSx combos running 112 to 117 lsa's. The higher the lsa, generally, the higher the rpm where you make peak horsepower.
I've had about 8 cams in my Formy over the last seven years with different engines. I currently run a 8:1 348ci with a 234/234//113 cam. Now if the lsa was say 115, the peak would move up a bit.
Your cam should be spec'd by the shop or manufacturer, and they need to know (a) your goals, and (b) what heads intake you will run, (c) gearing, and (d) how big of a motor, (e) turbo size(s), and (f) how high you plan to turn it.
So my setup is low compression, small cubes, AllPro heads, LS2 intake, 88 T6 turbo, and I would take it to 7500 but no more.
With a given engine combo, assuming you have decent LSx heads and intake, a bigger cam can make more power over a smaller cam.
I think non-LSx older stuff tends to have lower lsa's because the heads and intakes aren't efficient at higher rpms. I am not of course talking about high dollar SBC or BBC stuff, but rather older stuff in general. So you will hear about someone running a low dollar SBC combo that has a (generalization) 230/230//110 cam because they want to keep the rpms down.
LSx stuff is different. Stocks heads flow well compared to older stuff, and now stuff like the L92 heads are an excellent bang for the buck. The L92 heads flow as well as some ported LS1 stuff! So you will see LSx combos running 112 to 117 lsa's. The higher the lsa, generally, the higher the rpm where you make peak horsepower.
I've had about 8 cams in my Formy over the last seven years with different engines. I currently run a 8:1 348ci with a 234/234//113 cam. Now if the lsa was say 115, the peak would move up a bit.
Your cam should be spec'd by the shop or manufacturer, and they need to know (a) your goals, and (b) what heads intake you will run, (c) gearing, and (d) how big of a motor, (e) turbo size(s), and (f) how high you plan to turn it.
So my setup is low compression, small cubes, AllPro heads, LS2 intake, 88 T6 turbo, and I would take it to 7500 but no more.
08-03-2007, 08:31 AM
#3
Moved from advanced tech section.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
08-03-2007, 08:48 AM
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Originally Posted by Pro Stock John
Maybe I can write something that will spur someone with superior knowledge to correct or state the following better.
With a given engine combo, assuming you have decent LSx heads and intake, a bigger cam can make more power over a smaller cam.
I think non-LSx older stuff tends to have lower lsa's because the heads and intakes aren't efficient at higher rpms. I am not of course talking about high dollar SBC or BBC stuff, but rather older stuff in general. So you will hear about someone running a low dollar SBC combo that has a (generalization) 230/230//110 cam because they want to keep the rpms down.
LSx stuff is different. Stocks heads flow well compared to older stuff, and now stuff like the L92 heads are an excellent bang for the buck. The L92 heads flow as well as some ported LS1 stuff! So you will see LSx combos running 112 to 117 lsa's. The higher the lsa, generally, the higher the rpm where you make peak horsepower.
I've had about 8 cams in my Formy over the last seven years with different engines. I currently run a 8:1 348ci with a 234/234//113 cam. Now if the lsa was say 115, the peak would move up a bit.
Your cam should be spec'd by the shop or manufacturer, and they need to know (a) your goals, and (b) what heads intake you will run, (c) gearing, and (d) how big of a motor, (e) turbo size(s), and (f) how high you plan to turn it.
So my setup is low compression, small cubes, AllPro heads, LS2 intake, 88 T6 turbo, and I would take it to 7500 but no more.
With a given engine combo, assuming you have decent LSx heads and intake, a bigger cam can make more power over a smaller cam.
I think non-LSx older stuff tends to have lower lsa's because the heads and intakes aren't efficient at higher rpms. I am not of course talking about high dollar SBC or BBC stuff, but rather older stuff in general. So you will hear about someone running a low dollar SBC combo that has a (generalization) 230/230//110 cam because they want to keep the rpms down.
LSx stuff is different. Stocks heads flow well compared to older stuff, and now stuff like the L92 heads are an excellent bang for the buck. The L92 heads flow as well as some ported LS1 stuff! So you will see LSx combos running 112 to 117 lsa's. The higher the lsa, generally, the higher the rpm where you make peak horsepower.
I've had about 8 cams in my Formy over the last seven years with different engines. I currently run a 8:1 348ci with a 234/234//113 cam. Now if the lsa was say 115, the peak would move up a bit.
Your cam should be spec'd by the shop or manufacturer, and they need to know (a) your goals, and (b) what heads intake you will run, (c) gearing, and (d) how big of a motor, (e) turbo size(s), and (f) how high you plan to turn it.
So my setup is low compression, small cubes, AllPro heads, LS2 intake, 88 T6 turbo, and I would take it to 7500 but no more.
I thought a tighter LSA would increase overlap and therefor push the peak up in the rpm range not down. Overlap is more useful at higher rpms due to scavanging. So, a lower LSA is better for higher rpm applications and higher LSAs for lower rpm action. This is all VERY generally speaking, of course.
08-03-2007, 08:55 AM
#5
LS1Tech Co-Founder
iTrader: (34)
Increasing overlap will knock the peak power down. Overlap will increase midrange power at the expense of the top rpm power. But to add to my earlier post, A 115-117 lsa cam might be better for a street car on radials, because then the power might be a little easier to hook. But for a drag car, those guys want to make the power as flat as can be, so when they shift at 7500 the car drops down to a point where it's still making at least 90% of the same power... makes sense right?
