Dyno Sheets for TSP 228R and 224R Cams!
12-30-2002, 07:50 PM
#1
Dyno Sheets for TSP 228R and 224R Cams! I have had a ton of e-mails about the various camshafts that we have to offer, so I thought it would be easiest to post up the dyno sheets. You can view them HERE.
*EDIT: Jason put the dyno graphs on our web page, so you don't have to worry with the pop-up ads. The site is still under construction, so bear with us!
The first aftermarket camshaft I tried in my SS was our TSP 224R camshaft: 224/224, .581"/.581", 112 LSA. I picked up 45 RWHP over the stock '02 cam! <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> This is a GREAT cam for those that are wanting to go with a cam that makes some great power but not sacrifice too much streetability. I had the cam idling at 825 RPM in gear with no problems in my auto. With an idle of 900 RPM, the cam is barely noticeable. With 3.73's, a 4,400 RPM stall, and a 50/50 mix of in-town/highway driving, I averaged 17.5 MPG. That's not too shabby with a 4,400 stall. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> FYI, I'm running the Comp Cam 918 valve springs with the 772 titanium retainers. My best ET with this cam, 3.73's, PT4400 converter, and all of the bolt-ons was an 11.63 @ 114 MPH with a 1.588 60' time. This was with a D.A. of 1,100' and a raceweight of 3,515#.
The next cam I tried, and the one that I am still running, is our TSP 228R camshaft: 228/228, .588"/.588", 111 LSA. I REALLY like this cam because it gets some attention. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> I picked up an additional 9 RWHP with this cam over the 224R. I was pretty shocked to say the least! This dyno pull was made on a different dyno, but I did make identical HP on this dyno as I did on FASTech's old dyno. SO, there weren't any dyno variances between dynos. This cam does have a more aggressive idle, as expected, but it's not anything that's too radical for my tastes. I still drive the car everywhere, from the grocery store to local dragstrips. Out of all of the local guys that have bought this cam, the majority of them have been installed in automatics. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> This cam definitely has the potential to make 400+ RWHP in a six-speed car with stock heads and all of the bolt-ons. It made 440 RWHP in Jason's '99 C5 with a set of our ported heads. I will be adding a set of stage II 5.3L heads in the next month or so, so stay tuned for new dyno numbers and timeslips. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> My current best with this camshaft is an 11.41 @ 116.85 MPH with a 1.53 60' time. The density altitude was 260', and my raceweight was 3,526#. This was even on a set of BFG Drag Radials. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
We also have a reverse-split 228/224, .588"/.581", 111 LSA camshaft that will make some excellent power. As many of you know, the reverse-split pattern cams will provide you with the breathing ability and added power of the larger duration while still giving you the mid-range power and streetability closer to the smaller duration. We will have some dyno #'s from this camshaft shortly, so stay tuned. Other LSA's are available upon request. We have a customer in Dallas getting ready to install this cam on a 114 LSA.
FYI, all of our cylinder heads will be ported by Motorsport Technologies, Inc. Needless to say, they have already been very well proven in numerous cars, and that is why we will be offering them to our customers. Jayson Cohen and the entire MTI team produce a quality product, and it shows in their workmanship and performance.
Let me know if you have any questions!
Trevor - Texas Speed & Performance, Ltd.
*EDIT: Jason put the dyno graphs on our web page, so you don't have to worry with the pop-up ads. The site is still under construction, so bear with us!
The first aftermarket camshaft I tried in my SS was our TSP 224R camshaft: 224/224, .581"/.581", 112 LSA. I picked up 45 RWHP over the stock '02 cam! <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> This is a GREAT cam for those that are wanting to go with a cam that makes some great power but not sacrifice too much streetability. I had the cam idling at 825 RPM in gear with no problems in my auto. With an idle of 900 RPM, the cam is barely noticeable. With 3.73's, a 4,400 RPM stall, and a 50/50 mix of in-town/highway driving, I averaged 17.5 MPG. That's not too shabby with a 4,400 stall. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" /> FYI, I'm running the Comp Cam 918 valve springs with the 772 titanium retainers. My best ET with this cam, 3.73's, PT4400 converter, and all of the bolt-ons was an 11.63 @ 114 MPH with a 1.588 60' time. This was with a D.A. of 1,100' and a raceweight of 3,515#.
The next cam I tried, and the one that I am still running, is our TSP 228R camshaft: 228/228, .588"/.588", 111 LSA. I REALLY like this cam because it gets some attention. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> I picked up an additional 9 RWHP with this cam over the 224R. I was pretty shocked to say the least! This dyno pull was made on a different dyno, but I did make identical HP on this dyno as I did on FASTech's old dyno. SO, there weren't any dyno variances between dynos. This cam does have a more aggressive idle, as expected, but it's not anything that's too radical for my tastes. I still drive the car everywhere, from the grocery store to local dragstrips. Out of all of the local guys that have bought this cam, the majority of them have been installed in automatics. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> This cam definitely has the potential to make 400+ RWHP in a six-speed car with stock heads and all of the bolt-ons. It made 440 RWHP in Jason's '99 C5 with a set of our ported heads. I will be adding a set of stage II 5.3L heads in the next month or so, so stay tuned for new dyno numbers and timeslips. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> My current best with this camshaft is an 11.41 @ 116.85 MPH with a 1.53 60' time. The density altitude was 260', and my raceweight was 3,526#. This was even on a set of BFG Drag Radials. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
We also have a reverse-split 228/224, .588"/.581", 111 LSA camshaft that will make some excellent power. As many of you know, the reverse-split pattern cams will provide you with the breathing ability and added power of the larger duration while still giving you the mid-range power and streetability closer to the smaller duration. We will have some dyno #'s from this camshaft shortly, so stay tuned. Other LSA's are available upon request. We have a customer in Dallas getting ready to install this cam on a 114 LSA.
FYI, all of our cylinder heads will be ported by Motorsport Technologies, Inc. Needless to say, they have already been very well proven in numerous cars, and that is why we will be offering them to our customers. Jayson Cohen and the entire MTI team produce a quality product, and it shows in their workmanship and performance.
Let me know if you have any questions!
Trevor - Texas Speed & Performance, Ltd.
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12-30-2002, 08:25 PM
#3
Re: Dyno Sheets for TSP 228R and 224R Cams! Damn, your website has alot of popups <img border="0" title="" alt="[Mad]" src="gr_images/icons/mad.gif" /> Great times. Lose some weight and get some 4:10's <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> I'm sticking to my beliefs that single patterns are giving the best track #'s.
12-30-2002, 08:27 PM
#4
TECH Enthusiast
Re: Dyno Sheets for TSP 228R and 224R Cams! You mention that you get pretty good gains when locking your convertor. I have a Midwest 3000/2.1 convertor in my car. Do you know if there is a way to manually lock that one?
Lastly, please don't get mad at me, but you are running 380 HP with that cam on an 2002 with boltons...I've seen those types of numbers with much smaller cams. Did your car have any type of custom programming done, or was that on the stock programming?
Thanks for any info you could give.
Lastly, please don't get mad at me, but you are running 380 HP with that cam on an 2002 with boltons...I've seen those types of numbers with much smaller cams. Did your car have any type of custom programming done, or was that on the stock programming?
Thanks for any info you could give.
12-30-2002, 08:27 PM
#5
Re: Dyno Sheets for TSP 228R and 224R Cams! thanks Vince <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
I also wanted to throw out that the 228R peaks right around 6,400 RPM. You can't really tell that with an unlocked converter, but it will be evident when the converter is locked. This is where the cam peaked in Jason's C5 and a few other customers' cars. Just an FYI for those that are wondering. For some reason, they gave me a MPH reading on the x-axis. <img border="0" title="" alt="[Roll Eyes]" src="images/icons/rolleyes.gif" /> We will be doing in-depth cam testing once our new shop is finished and the dyno is installed.
Here is a link to the dyno sheet on Jason's '99 FRC with our heads/cam setup. The 430 RWHP was before dyno tuning with LS1 Edit, and the 440 RWHP was the end result. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> '99 C5 Dyno Sheet
Trevor
I also wanted to throw out that the 228R peaks right around 6,400 RPM. You can't really tell that with an unlocked converter, but it will be evident when the converter is locked. This is where the cam peaked in Jason's C5 and a few other customers' cars. Just an FYI for those that are wondering. For some reason, they gave me a MPH reading on the x-axis. <img border="0" title="" alt="[Roll Eyes]" src="images/icons/rolleyes.gif" /> We will be doing in-depth cam testing once our new shop is finished and the dyno is installed.
Here is a link to the dyno sheet on Jason's '99 FRC with our heads/cam setup. The 430 RWHP was before dyno tuning with LS1 Edit, and the 440 RWHP was the end result. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> '99 C5 Dyno Sheet
Trevor
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12-30-2002, 08:37 PM
#6
Re: Dyno Sheets for TSP 228R and 224R Cams! </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Constrictor 98TA:
<strong> You mention that you get pretty good gains when locking your convertor. I have a Midwest 3000/2.1 convertor in my car. Do you know if there is a way to manually lock that one?
Lastly, please don't get mad at me, but you are running 380 HP with that cam on an 2002 with boltons...I've seen those types of numbers with much smaller cams. Did your car have any type of custom programming done, or was that on the stock programming?
Thanks for any info you could give. </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">The only way to lock a converter is with a manual lockup switch or Tech II scanner. We used a Tech II.
I hope you're not trying to compare these dyno #'s to those of a six-speed car. Even with a locked converter, you still have added parasitic drivetrain loss from a 4L60E vs. a T-56. One of MTI's all-bore 382 setups proved this. The car picked up 20 RWHP (went from 45x RWHP to 47x RWHP) just by swapping trannies! It would not be hard to reach over 400 RWHP with the 228R camshaft in an M6 with all of the bolt-ons. We will prove this soon. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> Also keep in mind that there is much more to a camshaft than peak RWHP #'s. I would much rather have a cam that makes great average power vs. a cam that makes more peak power but has less overall average power. A dyno sheet with a timeslip will give you a nice indication as to how the complete setup is working, not just how much power it makes at one RPM point.
11 Bravo - Jason put the dyno graphs up on our web page, so you no longer have to worry with the pop-ups. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> Just bear with us; the site is under heavy construction! I agree that the single-pattern camshafts are hard to beat for the drivability and amount of power that they make!
Trevor
<strong> You mention that you get pretty good gains when locking your convertor. I have a Midwest 3000/2.1 convertor in my car. Do you know if there is a way to manually lock that one?
Lastly, please don't get mad at me, but you are running 380 HP with that cam on an 2002 with boltons...I've seen those types of numbers with much smaller cams. Did your car have any type of custom programming done, or was that on the stock programming?
Thanks for any info you could give. </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">The only way to lock a converter is with a manual lockup switch or Tech II scanner. We used a Tech II.
I hope you're not trying to compare these dyno #'s to those of a six-speed car. Even with a locked converter, you still have added parasitic drivetrain loss from a 4L60E vs. a T-56. One of MTI's all-bore 382 setups proved this. The car picked up 20 RWHP (went from 45x RWHP to 47x RWHP) just by swapping trannies! It would not be hard to reach over 400 RWHP with the 228R camshaft in an M6 with all of the bolt-ons. We will prove this soon. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> Also keep in mind that there is much more to a camshaft than peak RWHP #'s. I would much rather have a cam that makes great average power vs. a cam that makes more peak power but has less overall average power. A dyno sheet with a timeslip will give you a nice indication as to how the complete setup is working, not just how much power it makes at one RPM point.
11 Bravo - Jason put the dyno graphs up on our web page, so you no longer have to worry with the pop-ups. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> Just bear with us; the site is under heavy construction! I agree that the single-pattern camshafts are hard to beat for the drivability and amount of power that they make!
Trevor
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12-30-2002, 09:41 PM
#7
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Re: Dyno Sheets for TSP 228R and 224R Cams! Trevor,
How is the drivability on the 111LSA. Do you athink it would be good with a 3200-3500 stall converter? Or should I just go with a 114LSA. My car is an everyday driver but I want it to THUMP <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> . I can live with the thump just not the dying when I come to a stop light or when I turn the A/C on <img border="0" title="" alt="[Mad]" src="gr_images/icons/mad.gif" /> . Tuning willl be done by an expert.
Also, how is the PTV clearance? Is it safe and have a sufficient amount of clearance? How do you think it will handle 125 shot of NX ? <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" />
Is the cam allowed to be installed straight up or must it be degreed
How is the drivability on the 111LSA. Do you athink it would be good with a 3200-3500 stall converter? Or should I just go with a 114LSA. My car is an everyday driver but I want it to THUMP <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> . I can live with the thump just not the dying when I come to a stop light or when I turn the A/C on <img border="0" title="" alt="[Mad]" src="gr_images/icons/mad.gif" /> . Tuning willl be done by an expert.
Also, how is the PTV clearance? Is it safe and have a sufficient amount of clearance? How do you think it will handle 125 shot of NX ? <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" />
Is the cam allowed to be installed straight up or must it be degreed
Trending Topics
12-30-2002, 10:46 PM
#9
Re: Dyno Sheets for TSP 228R and 224R Cams! </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by MightyWhiteZ:
<strong> Trevor,
How is the drivability on the 111LSA. Do you athink it would be good with a 3200-3500 stall converter? Or should I just go with a 114LSA. My car is an everyday driver but I want it to THUMP <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> . I can live with the thump just not the dying when I come to a stop light or when I turn the A/C on <img border="0" title="" alt="[Mad]" src="gr_images/icons/mad.gif" /> . Tuning willl be done by an expert.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I think the drivability is pretty nice for a cam this size. It's much better than I expected it to be, and it would be great if you had an idle at 925+ RPM. The converter will work just fine with a 3200-3500 stall. It's being installed in a local car this week with a 3,000 stall. While added stall will help with ET, you won't have any problems with a converter within the 3200-3500 stall range.
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"><strong>Also, how is the PTV clearance? Is it safe and have a sufficient amount of clearance? How do you think it will handle 125 shot of NX ? <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" /> </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">PTV clearance is fine and definitely safe with unshaved heads. If you do add a set of ported heads down the road, you'll either have to go with a set of unmilled 5.3L heads (which will yield around 10.8:1 CR), or you can mill your heads and fly-cut the pistons. I'm going to fly-cut the pistons and mill a set of 5.3L heads. <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" /> As for nitrous use, you won't have any problems. Jason has run a current best of 10.51 @ 137 MPH with this cam, a set of our heads, and a TNT 150 shot in his '99 C5 M6. Once I get some timeslips from the new heads, I will then swap out to a tighter converter and add a TNT kit as well. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"><strong>Is the cam allowed to be installed straight up or must it be degreed </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I always recommend that a cam be degreed in so that you know exactly where the cam sits, but you can install it straight up if you want to. This is how the majority of them have been installed by customers.
99 Blackbird T/A: The SLP dual/dual is GREAT. Open up the cutout or put the bullet muffler in its place for track use, and it beats to an entirely different drum. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Let me know if you have any other questions.
Trevor
<strong> Trevor,
How is the drivability on the 111LSA. Do you athink it would be good with a 3200-3500 stall converter? Or should I just go with a 114LSA. My car is an everyday driver but I want it to THUMP <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> . I can live with the thump just not the dying when I come to a stop light or when I turn the A/C on <img border="0" title="" alt="[Mad]" src="gr_images/icons/mad.gif" /> . Tuning willl be done by an expert.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I think the drivability is pretty nice for a cam this size. It's much better than I expected it to be, and it would be great if you had an idle at 925+ RPM. The converter will work just fine with a 3200-3500 stall. It's being installed in a local car this week with a 3,000 stall. While added stall will help with ET, you won't have any problems with a converter within the 3200-3500 stall range.
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"><strong>Also, how is the PTV clearance? Is it safe and have a sufficient amount of clearance? How do you think it will handle 125 shot of NX ? <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" /> </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">PTV clearance is fine and definitely safe with unshaved heads. If you do add a set of ported heads down the road, you'll either have to go with a set of unmilled 5.3L heads (which will yield around 10.8:1 CR), or you can mill your heads and fly-cut the pistons. I'm going to fly-cut the pistons and mill a set of 5.3L heads. <img border="0" alt="[evil]" title="" src="graemlins/gr_devil.gif" /> As for nitrous use, you won't have any problems. Jason has run a current best of 10.51 @ 137 MPH with this cam, a set of our heads, and a TNT 150 shot in his '99 C5 M6. Once I get some timeslips from the new heads, I will then swap out to a tighter converter and add a TNT kit as well. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"><strong>Is the cam allowed to be installed straight up or must it be degreed </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I always recommend that a cam be degreed in so that you know exactly where the cam sits, but you can install it straight up if you want to. This is how the majority of them have been installed by customers.
99 Blackbird T/A: The SLP dual/dual is GREAT. Open up the cutout or put the bullet muffler in its place for track use, and it beats to an entirely different drum. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Let me know if you have any other questions.
Trevor
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12-30-2002, 11:13 PM
#10
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Re: Dyno Sheets for TSP 228R and 224R Cams! Trevor....GREAT RESULTS
very impressed, to say the least.. <img border="0" alt="[gruffy cottonball]" title="" src="graemlins/gr_gruffy.gif" /> <img border="0" alt="[gruffy cottonball]" title="" src="graemlins/gr_gruffy.gif" />
maybe my expectations of 60 rwhp with the 228/224, LS1 Edit, and LS6 intake are not that outrageous afterall <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
-Alex
very impressed, to say the least.. <img border="0" alt="[gruffy cottonball]" title="" src="graemlins/gr_gruffy.gif" /> <img border="0" alt="[gruffy cottonball]" title="" src="graemlins/gr_gruffy.gif" />
maybe my expectations of 60 rwhp with the 228/224, LS1 Edit, and LS6 intake are not that outrageous afterall <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
-Alex
12-31-2002, 08:38 AM
#12
Re: Dyno Sheets for TSP 228R and 224R Cams! Trevor:
You can lock the converter by changing your shift points & lock-up settings for use on the dyno.
The unlocked dyno isn't too usefull unless they really spun your car to 7200 rpm when you weren't looking. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />
You can lock the converter by changing your shift points & lock-up settings for use on the dyno.
The unlocked dyno isn't too usefull unless they really spun your car to 7200 rpm when you weren't looking. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />
12-31-2002, 10:07 AM
#13
TECH Enthusiast
Re: Dyno Sheets for TSP 228R and 224R Cams!
12-31-2002, 10:15 AM
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Re: Dyno Sheets for TSP 228R and 224R Cams! So the majority of your customers install the cam straight up? What kind of advance is ground in?
This REALLY sounds like a promising cam.
What's the price on it?
This REALLY sounds like a promising cam.
What's the price on it?
12-31-2002, 11:02 AM
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Re: Dyno Sheets for TSP 228R and 224R Cams! Dang Trevor thats some cool stuff, the web page is really looking good <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> im getting excited to see whats to come from the future from yalls shop. good luck
Drew
Drew
12-31-2002, 11:02 AM
#16
Re: Dyno Sheets for TSP 228R and 224R Cams! Alex - 60 RWHP from the cam, custom tuning, and an LS6 intake is definitely possible. I've seen bolt-on cars with stock exhaust manifolds pick up 8+ RWHP from custom tuning. Just imagine how it will do once the new setup is dialed in. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Thanks Todd! We're slaving to get the information entered into the database for the website, and we're still changing quite a bit of stuff up.
Joel - Yes, I remember you talking about locking the converter on the dyno with LS1 Edit a while back. I posted the numbers up so people at least have some data to compare unlocked vs. unlocked. I know that you can't see where a cam makes peak HP with the converter unlocked, so that's why I posted again with Jason's graph. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> They couldn't of taken my car to 7,200 because my limiter is at 7,100. <img border="0" title="" alt="[Razz]" src="gr_images/icons/tongue.gif" /> I don't know what it is with big-convertered A4 cars, but they seem to screw up the RPM scale. I've seen it with quite a few other cars, and mine has done it the majority of the time since the 4,400 stall was installed.
MightyWhiteZ - Yes, the majority of the customers install the cam straight up. FYI, there is three degrees of advance ground into it. We had our cam package special running in the Sponsor GP forum, but I will extend the pricing for the complete packages to the end of this week. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> If you're looking for just a cam, then you can pick one up through this Friday for $399 + shipping.
Thanks for the kind words Drew. We're anxious to get everything up and running as well. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> I think 2003 is going to be a great year!
Trevor
Thanks Todd! We're slaving to get the information entered into the database for the website, and we're still changing quite a bit of stuff up.
Joel - Yes, I remember you talking about locking the converter on the dyno with LS1 Edit a while back. I posted the numbers up so people at least have some data to compare unlocked vs. unlocked. I know that you can't see where a cam makes peak HP with the converter unlocked, so that's why I posted again with Jason's graph. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> They couldn't of taken my car to 7,200 because my limiter is at 7,100. <img border="0" title="" alt="[Razz]" src="gr_images/icons/tongue.gif" /> I don't know what it is with big-convertered A4 cars, but they seem to screw up the RPM scale. I've seen it with quite a few other cars, and mine has done it the majority of the time since the 4,400 stall was installed.
MightyWhiteZ - Yes, the majority of the customers install the cam straight up. FYI, there is three degrees of advance ground into it. We had our cam package special running in the Sponsor GP forum, but I will extend the pricing for the complete packages to the end of this week. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> If you're looking for just a cam, then you can pick one up through this Friday for $399 + shipping.
Thanks for the kind words Drew. We're anxious to get everything up and running as well. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> I think 2003 is going to be a great year!
Trevor
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01-01-2003, 12:34 AM
#17
On The Tree
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Re: Dyno Sheets for TSP 228R and 224R Cams! I am curious Trevor, Who did the heads on Jaysons car before u started using MTI?..That vette made alot of power.. <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />
Philip
Philip
01-01-2003, 02:59 PM
#18
Launching!
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Re: Dyno Sheets for TSP 228R and 224R Cams! I am the local car that has the TSP228R installed with a midwest 3000 stall. I got it finsihed last night along with the new springs, pushrods, and retainers. I have my idle set at 840 in gear and the tb drilled to 7/32. There is no surging and it hasn't ever tried to die. I am very impressed with this cam and Trevor and Jason are great people to do business with. I cant wait to get some new time slips. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
01-01-2003, 05:48 PM
#19
Re: Dyno Sheets for TSP 228R and 224R Cams! Glad you like the cam, now all you need is a 4400 stall <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />
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Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
01-01-2003, 06:45 PM
#20
Launching!
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Location: TX
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Re: Dyno Sheets for TSP 228R and 224R Cams! What is the price one the 228 cam. do you offer any package deals as in springs, PR, and retainers or do we have to buy all that seperate. i live in odessa tx so i am not far from yall iun lubbock