19trans_am98

iTrader: (3)

ok to start off im running stock crank, h beam rods, lunati forged pistons cr is 12:5.1.....now what do you guys think about getting a set of tfs 215's and their new cam they came out with...this be close to 500whp? or should i choose another cam? specs are 238/242 .595"/.595" 112LSA

allngn_c5

iTrader: (3)

Sounds like you have a good chance at making 500 rwhp and then some. 12.5 : 1 is huge compression, it should help your 346 make gobs of torque as well. Do you have all bolt ons as well ?? I'd suggest a ported 92mm FAST from Ron at Vengeance. He can open the inlet to either 95 or 100 mm's and match a Rev Xtreme 95/100 mm tb to it. The 95mm tb and inlet allowed my setup to make an additional 6.3 rwhp 13.8 rwtq at peak, but if you look at power under the curve 3200-5200 she is up as much at 20 rwhp 20 rwtq !! Good luck, and give Ron at Vengeance, and Tracy at RevXtreme a call, they can help you out if you aren't already setup.

19trans_am98

iTrader: (3)

i've already purchased a vic jr. with a 90mm tb

500hpZ06

iTrader: (11)

With that kind of compression, and that intake, you will make a little more top-end power with a 110 LSA.
With good TFS or AFR heads, I would consider something like...
240/248 @ .050", 109 or 110 LSA, .620" to .640" lift.
... if you are looking for 500 RWHP from a 346-347,
assuming you are not too concerned about daily driveability.

w3s1c0a5t

iTrader: (3)

Driveability on a 346 motor making 500 to the ground is very hard to achieve. Pat G did it to the T as far as street goes. Why not switch to the lq4 and be able to acheive your goal with a better curve and a less radical(comparative) cam. But hay thats just me....... I would go with the afr's... They never let down even when they are takin out of the box. Tuners has a huge deal to do with getting the number as well as making it driveable

ssinister550

iTrader: (8)

Not tryin to be a smart *** but a tighter lobe separation will always move peak power lower in the rpm range, not higher. LSA is directly related to overlap, and the less overlap (or wider LSA), the higher up your power will move. When the exhaust valve is on the closing ramp, and the intake valve starts to open(overlap), there is a pressure differential from air going past the exhaust valve that pulls air into the cylinder through the intake, but at higher rpm and/or with a bigger stroke (higher piston speeds), or bigger bore (more piston displacement), this becomes less important because the piston is creating more of a pressure differential to pull more air into the cylinder on the intake stroke, which basically overpowers the effects of overlap described above. just wanted to clear that up...

but as far as heads/cam selection goes, AFR would not put their name on something that isn't going to make awesome power. If in doubt though, call up AFR and see what they say for your application.

19trans_am98

iTrader: (3)

yea not really worried about driveability seeing the only time it will be driven is to the track or to a local car show...just want something with a lot of power but keeping the 347 N/A...but i have decided to go with the trick flows now just looking for a cam? any suggestions...

ssinister550

iTrader: (8)

is this a stick or auto car? What final drive gear? where do you want your power, low to mid or mid to high or as high as possible? street tires or slicks? and what are the specs on your heads (flow #s at different lift points, runner volume, valve sizes etc.)? also what manifold? hydraulic roller or solid roller? how high of lift will your springs handle? all these things need to be considered when choosing a cam...

WS6TransAm01

iTrader: (13)

If I can make 500+ through 4.56's in a 12-bolt with a stock bottom end you should have no problem.

TFS makes awesome heads, and the higher compression should help as well.

I feel that the cam is a little light on lift, but Im not an expert.

You will have to buzz it up a bit, I dont think you will make 500 with a 6200rpm redline, so make sure your springs can handle the lift at 7000rpm or so. Seeing as how it is a built bottom end I dont see why the bottom end will not hold the rpm. Just a matter of making the valvetrain stable at high rpms.

A good tuner is a must as well.

19trans_am98

iTrader: (3)

yea right now i have a custom n20 cam and ported 317's but im just not happy with the power...only made 352whp N/A and 522 on the spray...ill be running a 36-3800 stall, turbo 350, and for now a stock 10 bolt with 3.73's...but ill def. be going with the tfs 215 heads...with the valve springs that come on them will i be able to spin the engine to 68-7000 with no problems in the valve train or do i need to upgrade the springs?

Johnnystock

iTrader: (6)

You should go with something like the Trex/MS4 size if its a track car..

and yeah, why not going with a 408ci LQ4 for the same price?

19trans_am98

iTrader: (3)

i bought the forged long block for 2500 bucks so i couldn't complain....i may go bigger in the future but u wanna stay stock cubes for now....so just looking for a good cam now!!

LIL SS

iTrader: (9)

Simply untrue.. It's about valve events, not simply wider LSA vs closer LSA. Valve events need to be determined based on complete combo, not one or two items. Everything comes in to play from throttle body, intake manifold design, head flow, header diameter/length, collector design, pipe after collector ext. I'm no expert but I can tell you it's not that simple

There is a such thing as too much lobe seperation. There needs to be a balance. There becomes diminishing returns for everything at some point.

chris23120

why not just a blower

ssinister550

iTrader: (8)

yes its obvious that your induction system affects where your power is made and how much is made, and cam selection needs to be based off induction system, exhaust sytem, displacement, intended use etc. I wasnt arguing that, i was saying a given engine combonation with a given cam on say a 112 lsa, if you put a cam in with the same duration, lift, lobe designs etc. but on a 110 lsa, your peak power will move lower in the rpm range, and if go the other way, same lobes, lift, duration, etc. but on say a 114 lsa, your peak power will move higher in the rpm range, this is fact.

ssinister550

iTrader: (8)

from the sounds of what you want out of your setup i would go with something like a 242/252 on a 112 lsa, assuming your heads and intake are very good, which is necessary if you want 500hp with stock cubes. I would recommend a fast 90/90 intake setup and a higher gear, 4.10 at least, and as far as lift choose that according to your heads and springs. wherever your heads stop moving air, go .080-.100 above that and obviously keep it below where your springs coil bind. Example: on the intake, if your heads stop moving air @ .600 and your springs coil bind at .700, go with .670-.680 lift... before chosing a cam though i would call all the the major cam companies, speed shops, etc. and run it by them....

Patrick G

iTrader: (14)

Be careful with the Victor Jr. and 90mm TB. Most people have disappointing results compared to a ported FAST because they choose a bad intake elbow. Many elbows on the market ruin flow into the single plane intake, negating their higher flowing potential. As a result, they have crappy bottom end torque (due to the short runner length) and less than stellar top end (due to a poorly engineered/restrictive intake elbow). The best arrangement for a single plane is to use a top-mount 4bbl throttle body like an Accufab, but some elbows do work. Just be aware. And as others have mentioned, your cam choice will be different for a single plane than a FAST intake.

19trans_am98

iTrader: (3)

im using the high flow elbow from edelbrock

LIL SS

iTrader: (9)

Your original statement was a generalazation that was untrue though:


Not tryin to be a smart *** but a tighter lobe separation will always move peak power lower in the rpm range, not higher.


Take for instance a 243/250 108/111, basically a Trex.. I use this as an example as it's what I amd currently running. Using Performance Trends engine analyzer, I have played around with ICL and ECL. There is a point that too wide of an LSA will reduce upper RPM HP. Here is a print screen of engine analyzer data. All I changed in the cam profile was ECL and I did it in 4* steps effectively changing the LSA by 2* each time. I widened the ECL from 114 to 118 then to 122. Look what is happening. It is not extending the power further in RPM, it is actually reducing it.

I played with it the other direction as well, moving the ECL to 110 and 106, it actually carried a little further than the 114 it's ground on, but and this is a big but, it showed a ton of TQ loss down low.

I'm no expert but I feel Thunder did a good job putting this cam together and picked fairly optimal valve events.

Again, it's about valve events.