Beast96Z

iTrader: (21)

Does anyone have the lobe chart with the new LSK lobes? I've searched the web over and couldn't find anything. My guess is only vendors may have a chart since they are so new.

Ed Curtis

Email me...

Beast96Z

iTrader: (21)

E-mail sent.

SPANKY LS1

iTrader: (24)

Are these them?

Comp Cams LSK lobes
Lobe#, Dur. @ .006", .050", .200", & Lift w/1.7 rocker
2124 265 215 142 .629"
2125 269 219 145 .632"
2126 273 223 149 .636"
2127 277 227 153 .639"
2128 281 231 156 .643"
2129 285 235 160 .646"
2130 289 239 164 .649"
2131 293 243 168 .653"
2132 297 247 171 .656"
2133 301 251 175 .660"
2134 305 255 179 .663"
2135 309 259 183 .663"
2136 313 263 186 .663"

Patrick G

iTrader: (14)

Those are them.

Beast96Z

iTrader: (21)

Bad thing is, I just saw the post were they were listed, and I had posted in the exact thread.

DavidNJ

At least on the intakes, I can't imagine why any high performance hydraulic cam setup would use something else.

SideStep

Beast96Z

iTrader: (21)

Maybe I'll test a 259/263 .663"/.663" 110LSA+2.

Ragtop 99

iTrader: (7)

Compared to an XER, it looks like (on an eyeball basis) for a given duration at .05 the LSK lobes have:
1* more duration at .006
3* more duration at .200
.05" more lift, but the gap decreases in the bigger durations

It would be nice to see duration specs at .400. I wonder if you would see a big increase there.

DavidNJ

For intake lobes, I look at the duration at .200 and the lift. The lift is head dependent, as many heads only add a small amount over .500, and some start declining above .600 (cast iron SBC Bowtie heads, for instance). The goal is to get there with minimal duration at .020 for solids and .004/6/8 for hyraulics.

For exhaust lobes, I look at the opening ramp. I want to open the valve as late as possible, and then get it open fast. There is a lot of high pressure (around 150psi) air in there, and I want it out before the exhaust stroke).

Unfortunately, these are frequently coupled, except for some racing lobes that have separate intakes and exhaust profiles. The LSK seem to be best in both categories.

Beyond that, you nearly have to rely on the cam manufacturer to have done their homework to create a profile that prevents float with your components (valves, springs, rockers, etc.) and survive your durability requirements (7 second drag race, 500 mile stock race, 24hr endurance race, 150,000 mile street use).

DavidNJ

If going that big I would consider smaller LSA (106-108) with more retard (say +4). That would make it (259/263 107+4) an oval track cam for 3/8-1/2 mile tracks. A broad (4000-7500) powerband. Lots of thumpa-thumpa at idle.

I wouldn't want to take that car through an emissions test though.

Beast96Z

iTrader: (21)

The 106-108 just wouldn't be to friendly in a car that will still be briven on the street. The advance can be considered though to keep the power band in a usable range. 3/8 to 1/2 mile oval would do me no good since I'm only going a 1/4 at a time and straight. No emmisions here, so no need to worry....yet.

PREDATOR-Z

That is if you stay with MAF tuning, in SD mode there would be no issues

Patrick G

iTrader: (14)

what he said.

Beast96Z

iTrader: (21)

I have S/D in the car now for a base line, but was planning to go back to the MAF when I went to the dyno tune. Weather around here goes from one extreme to the other, and with no way to tune, I don't think I want to stay S/D.

Patrick G

iTrader: (14)

But you know, lots of factory cars run great with speed density tune only. All the Chrysler product and lots of the Holdens. The MAP/O2s/IAT/TPS/ECT sensors do a pretty good job of adjusting for wild swings in the weather without needing the MAF sensor. FWIW, my around town driveability is slightly better with my SD tune than my every day MAF tune. I'm working on that though. I'd like to keep the MAF so I can run a big dry shot, LOL that's about the only reason though.