breze84

Whats up guys, So im going with the 228R cam for my GTO... I was planning on going with a 112 LSA but found a guy who's selling a complete 228R cam including springs & rods "Brand New" for $350, I cant pass up this deal... The only thing that sucks is that its a 114 LSA instead of the 112 like I planned for... What is the big difference between the 112 and 114??? From what I know, The 112 brings the power lower in the RPM while the 114 brings it up top, Right! Also Is there going to be a power difference between the two??? I also know that the 112's idle is a little more radical than the 114... What do you guys think, Is it worth it going with the 114 instead of the 112... My goal is 400 RWHP with a set of 243 heads & this cam.... My current mods now are in my sig below... My car is a M6.........

DUSTYWS6

Follow my "First Day of Cam Install" thread, I'm currently putting in a 228R on a 112 and I should have it fired up this weekend. I'm post up my impressions.

02*C5

iTrader: (1)

the 112 and 114 really just let you know where your power is coming in, the higher lsa the more your in the "top end spectrum." 2 points really makes a small difference in that aspect depending on the rest of your set up. am running a 109 right now and my buddy with the same set up is running a 111 and in the 1/4 mile 0 difference now in the highway it might be different probably around 160mph.

breze84

Ttt.....

RS_SS69

iTrader: (31)

I have the 228R with the 112 and the power really hits at 3k and up, lope is more noticeable than the 114. I think if you want it to have a more aggressive lope then wait for the 112, but for that price I wouldnt pass it up just for the sound. It will still make power regardless but if you want more of the under the curve power then get the 112. Hope this helps.

02*C5

iTrader: (1)

The post above put it beautifully the only thing that I would add is that why you want to keep the power under the curve is because your using the car as a dd also right. you don't want to have to keep that engine between 4K to 7K RPM every time for you to be with in your power band.

after dark

iTrader: (5)

I just put in a 228r on a 114...I will mean 2deg of seperation really make that big of a difference in where that power is? a few hundred RPM?
I started my TA for the first time the other day after adding some 243's, ls2 chain and the 228r 114 and it had a great lope to it.

Rossi396

iTrader: (1)

What's the ICL on the two cams...? Is it the same?

HAZ-Matt

iTrader: (8)

Look at TSP's engine dyno of the 224 cams, specifically their 224 on a 112 versus 114. You don't get much difference at all with a 112 versus a 114.

Damian

iTrader: (89)

Didn't you just post this on the GTO forums?

Glad gTo Be Back

iTrader: (1)

You can't go wrong with that price!

Sales2@Texas-speed

iTrader: (5)

The 2º difference in LSA doesn't make as big a difference as many seem to think, but is worth some area under the curve and a little difference in powerband range. Here's a graph that shows our 224R on a 112 and 114 LSA as well as a Thunder 224cam (228º cam testing starts today and tomorrow!) You can see the small amount of extra peak HP the 224R 114LSA makes over the others at the very top end of the powerband. For the rest of the pull the 224R 112LSA makes better HP and TQ (again until 5600rpm or so) with a very nice gain in TQ from about 2000-4000rpm!

Radcannon

iTrader: (3)

take the 114 man. I had it in my TA with 323 and a 6spd. She was fine from 1800 and up made a nice rasp at 22-2400 then the power really started kicking in and she pulled hard to 7200 or 300 dont remember. A scion slayed her.

SLOC5LS6

all variables being the same, at the track and on the highway, the 112 car will win...it has a broader powerband

02LS1ram

iTrader: (17)

228r here but i went w a 111Lsa and it comes in hard down low in the rpms. def wait for the 112 u won't be dissappointed

Radcannon

iTrader: (3)

Not true at all. All lobe separation angle does is tilt the curve about an rpm. Which can be seen by the dyno results. It will not change the area under the curve much if at all. Therefore the 114 would like to hold out at a higher rpm longer and probably win by a foot if everything was the exact same. Lower gears and sustained torque at higher rpms = faster acceleration.

The 114 in an ls1 could easily rev to 6800 if not 6900. My 228R 114 pulled to 7300 were I enabled fuel cut off. LS1's have stout valve trains and like to rev, and they also like to flow. Why would you restrict a motor that naturally starts to make power at 3000 rpm by doing a small lsa? You want the larger lsa. The cam rpm's will match the engine flow characteristics in stock trim much better which most likely will get better fuel economy. Ppl will disagree all day but look at the factory lsa's in the ls series engine or as GM labels it LDA's. They are all 116+the engine likes to flow in that manner.

breze84

Thanks Peeps, you guys know your ****, I think im gonna hold out for the 112, I drive the car often on the street so its not like im gonna be in the 5K range all the time anyways, My buddy is gonna scoop up the 114 from the guy for his 06 GTO A4..... I think the 114 will work better with the A4 and a stall.... GTO's already have great upper power so the 112 will help this heavy tank to get moving down low.... Thanks again guys, I made up my mind on the 112...

RS_SS69

iTrader: (31)

Exactly, my car is a DD and the power down low is great to have, dont get me wrong it still pulls hard as **** to 6700 rev limit. Great cam love the sound and good power out of it, havent heard a bad thing about the 228R.

fccs

iTrader: (26)

I have a 112 on mine, it's lope is better then the 114, thats the main reason I picked it over 114. Power is basically for me at least it's 3000, 3500 is when it really throws you in the seat up till 6500-6800ish. I daily drive my car as well btw

Radcannon

iTrader: (3)

I guess I just don't understand why you would get a small LSA on an engine that naturally likes to flow above 3k. As FCCS just said it starts pulling at 3000 and then hard at 3500 and runs out at 6700 when the 114 would go to at least 7000 if not higher. This contradicts all you guys are trying to say that it increases the power in the lower rpms. Yes that is the rule of thumb but responds way differently to every engine. In this case the 114 will gain more up top than it will lose down low. Just because you are changing the LSA does'nt mean your car is going to fall on its face at lower rpms no. Means you sacrafice a few ft-lbs down low to raise the engines peak efficiency within its best flowing powerband. Since effeciency at a point below peak torque = fuel economy.

I almost garauntee the 114 for better fuel economy and performance out of an ls1. I wouldn't expect the higher lsa to perform that much better though in a GENI or II because they tend to flow more on the lower side. You really match your cam and components to flow characteristics. I guess thats why some peoples cars tend to just stomp all over others with similiar components. ITs all about matching components on an engine to achieve power.

I had maybe 700 in my 02 ls1 and was putting down just over 400 hp. You have to know your engine in order to get it to perform they way you want. You can't just throw broad ideas that apply to "every" engine and assume it to be true and the best choice for yours.