Patrick or Predator...please give your .2cents
05-17-2007, 12:19 PM
#1
TECH Apprentice
Thread Starter
Join Date: May 2006
Location: Nebraska
Posts: 308
Likes: 0
Received 0 Likes
on
0 Posts
Patrick and Predator...your .2cents is requested Patrick G. / Predator -
After researching all the diff cams out there, reading the threads & stickys, studying valve events and how they affect ptv, backpressure, vacuum, idle, hp, trq, powerband, etc...I really have just come to the conclusion that my 408ci needs a 240+/240+ cam with 114 LSA and +2 or +4 advanced ground in.....with dual springs (up to .650 lift) and milled 243 heads (62cc, CNC'd for 300+ cfm at .600) I'm not real sure if the Texas Giant(TSP recommended this to me when I called)...248/250 114 +2 or +4.....611/.613 lift is the right cam.
(btw-I'm replacing my stock truck intake w/a SSI/BBK and 85mm TB before the cam goes in)
Here's is my question...If my existing IVC is 47degrees ABDC (at .050) on a 113+2 Tqr2 cam, can I assume that a 114 +4 on the Texas Giant would not be no problem? (I have 2cc VRs) . If that is the case, then it comes down to what duration would give me the most power...right?....240s or 250s? Is a custom grind (split, higher lift) better or is the Texas Giant right there in the sweetspot for my setup? (248/250, .611/.613 lift, 114LSA +2 or 4)
Am I missing/overlooking anything in my search for the perfect 408cam?...
Stroker2112
After researching all the diff cams out there, reading the threads & stickys, studying valve events and how they affect ptv, backpressure, vacuum, idle, hp, trq, powerband, etc...I really have just come to the conclusion that my 408ci needs a 240+/240+ cam with 114 LSA and +2 or +4 advanced ground in.....with dual springs (up to .650 lift) and milled 243 heads (62cc, CNC'd for 300+ cfm at .600) I'm not real sure if the Texas Giant(TSP recommended this to me when I called)...248/250 114 +2 or +4.....611/.613 lift is the right cam.
(btw-I'm replacing my stock truck intake w/a SSI/BBK and 85mm TB before the cam goes in)
Here's is my question...If my existing IVC is 47degrees ABDC (at .050) on a 113+2 Tqr2 cam, can I assume that a 114 +4 on the Texas Giant would not be no problem? (I have 2cc VRs) . If that is the case, then it comes down to what duration would give me the most power...right?....240s or 250s? Is a custom grind (split, higher lift) better or is the Texas Giant right there in the sweetspot for my setup? (248/250, .611/.613 lift, 114LSA +2 or 4)
Am I missing/overlooking anything in my search for the perfect 408cam?...
Stroker2112
Last edited by Stroker2112; 05-17-2007 at 01:48 PM.
05-17-2007, 02:50 PM
#3
You'll want around 10 degrees more duration on a 408 than you would on a 346. I would not recommend such a wide LSA on a big motor running small valved heads and moderate static compression. You'll typically want an intake valve closing point around 50-52 degrees ABDC at .050" for the 408. The exhaust opening point will vary with the quality and size of your exhaust. Think low to mid 240s on intake and a 0-6 degree split on the exhaust (depending on what you have for exhaust and the flow of your heads). LSA will depend on final valve events, but it will most likely be between 110-112LSA.
__________________
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.
05-27-2007, 01:45 PM
#4
TECH Apprentice
Thread Starter
Join Date: May 2006
Location: Nebraska
Posts: 308
Likes: 0
Received 0 Likes
on
0 Posts
Thanks Patrick....if the heads flow 300cfm @.600 lift, I'm thinkg a 242/246 112LSA +4 w/ approx .600/.600 lift on the cam should be pretty much right on. The exhaust is free flowing, LTs with 2 1/2 in duals all the way back. SHould my exhaust duration be higher?....I appreciate the consultation...
Stroker2112
Stroker2112
