verbs

So here is my dilemma. My car is going to be a daily driver and will see about 1-2 bottles a month. I'll probably hit the track every other month mixed with some street racing. I will be running a dual stage 200 shot at the track (maybe upgrade to a 250 shot dual stage direct port much later on), and will run a 150 shot on the street and for special occasions the 200 shot with race gas on the street.

I'm torn between getting the following cam on a 112 or 114LSA- 240/248 .605/.619

Pros to the 114:

• Better nitrous power
• Better idle
• Maybe a hair quieter

Pros to the 112:

• More usable powerband
• More fun on the street
• A better all motor cam in general

So I've been told that I could stand to lose roughly 30rwhp on bottle with a 112 LSA over a 114 LSA, but I don't know if it's worth my while to have a 114LSA cam that peaks at where, say 6800rpms? I'm not afraid to spin the motor up high to compensate.

I just can't make up my mind so I wanted to get some feedback from everyone. Judging by the size of the cam and nitrous shot I'm going to use, I'm assuming every realizes I'm looking for a max hp setup.

gomer

iTrader: (13)

What gears are you running and what is the ICL on the two cams.

If I had 4.10's I'd do the 114LSA with a 110ICL and enjoy the hell out of it... along with the smoother idle.. if you could call it smooth with a cam that big!!

CHRISPY

You could run 110LSA on that cam with the small shot you are using. I would worry about it till you are in the 300-500 shot range honestly...

Cstraub

iTrader: (1)

For 347CID and the heads you have, you are way over caming this combo for a 6500 to 6800 rpm max rpm.

Chris

DenzSS

Spot on.

dhdenney

iTrader: (53)

Hate to break into this thread but my situation falls along those lines. I wanna run up to a 250 shot later, which you all call small. I'm on a 175 right now with a 112 LSA 224/230 cam (.536/.544 lift). Really small. I need something bigger. As mentioned, the 112 is ok for small stuff. I need some more lift. Duration is not great but can work. I thought about just getting some of those new Comp Pro Magnum 1.8 rockers for SBC. Advisable? This puts me in the lift range I want, which is like off the top of my head .602/.610. Springs are good, I called about those. Lift will be high but duration low. Anyone have any comments on this setup or should I just change cams?

verbs

Per LG this cam should peak at 6500-6600rpms given the manifold limitations, but yeah I'm hoping the LSX which supposedly flows a little better (about 10-12 cfm) than the LS6 will let me utilize some of this bigger cam's attributes up top).

verbs

Gears are 4.10's, and there is 4 degrees of advance ground in. So either a 114 on a 110ICL or 112 on a 108ICL.

stealth

Use the higher LSA.

Cstraub

iTrader: (1)

I don't care if GOD spoke to you. . . it is to much duration.

Let me give you some insight, an 830HP Cup engine at 358 CID with 12 to1 compression and heads flowing in the 330 to 360 CFM range runs a flat tappet camshaft in the 260ish duration range and turns 8500RPM. In comparison due to accerated lift rates a roller equivelant to that flat tappet lobe would be in the 240ish range.
Now since duration is what maintains power for an rpm range, why do you need such a large cam? When you bolt on the intake and headers, do the heads loose 20% of their flow?

Chris

verbs

I don't recall anyone saying that about the T-Rex cam when it made 450rwhp on stock heads......

I know I'm not going to be able to fully utilize this larger cam, but as long as it makes say 10rwhp/10rwtq over a G5X3 I'll be a happy camper.

DenzSS

I'll say it The T-Rex is too big. Same reasons as stated by Cstraub.

Cstraub

iTrader: (1)

Stock Heads will require more camshaft to make the same X amount of power as a well ported set of heads with a smaller camshaft do to the fact that since the head flow is limited a larger cam is needed to promote cylinder fill.
Simple explanation, GAT theory. Give And Take. Give it alot of head take away the cam. Give it alot of cam, take away the head.

Chris

Country Boy

iTrader: (24)

If you get the cam, youre going to have drivability problems. I have a similar cam and it loads up like CRAZY below 3000 RPMs to where it bucks, misfires, backfires and just flat wont run, but get it over 3k and hold the f%^k on! Itll spin 'em through 3rd I cant use 6th for more than a 10 miles and it has to stay in 5th on the interstate to keep the Rs up. Maybe its just the tune or maybe its too much cam for the street, but I had a tuner look at it once and he said that he really dont see a problem with the tune and I may have to deal with it

verbs

Country, if my G5X3 with an aluminum flywheel doesn't have those problems, I'm hoping the G5X5 w/ steel flywheel will drive similar

Mike K.

I say get the 114 mainly for drivability concerns, if you like it rough get the 112.
also if the 114 will give you the most hp on nitrous this may be the way to go because if you are racing a really serious race you will have the bottle on and if it were me I'd want to know that I had max power/potential of my motor. I cant wait to see what your next setup does.

Country Boy

iTrader: (24)

Youd be suprised That is ALOT of duration and lift for a stockish cube motor. If that cam is in your heart, I would back down to a 110 LSA to keep the power down where its usable. Who did your tune?

01_SuperSlow

iTrader: (7)

I'd go with the 112 .

verbs

My tune is done by House of Horsepower, a well known and respected LS1 edit tuner in AZ; he's the best we have to offer ...even the stang guys go to him for help

JZ'sTA

iTrader: (23)

I agree the cam is huge but disagree that it is too big. His heads flow very well and there haven't been many cars that have a great set of heads with a LSX and 90mm TB. If the T Rex makes 450 with stock heads and you add ported heads without having PV clearence problems you should gain power. I agree with the give and take example but you are giving way more than you are taking away.
What is wrong with shifting at 6800? Put the car on the dyno and if it makes power up there then run it up there. One example stands out in my head. A friend has a Z06 with CnC ported LS6 heads and a 232/236 6xx/6xx on a 114. He made peak power at 6600 RPM's which was 425. At 7100 RPM's he was still at 422.7 and that is where he hit the rev limiter. He shifts at 7000 and runs a faster time in the 1/4 then when he shifts at 6600. This is with a LS6 intake and stock ported TB.
I personially would go with a 114 for the better driveability and better juice useage.
The 110 or 112 would be way better for all motor.