Patrick G

iTrader: (14)

Disclaimer:
The following info is a little messy because I've dynoed on 3 different dynos in varying forms of trims (street and race).
My best previous dynos were running the Thunder Racing TRak cam (233/235 .644/.598 112LSA). On a nice crisp October morning, I got an exceptionally good dyno (SAE corrected) from Racing Solutions that was 472 rwhp/420 rwtq. When I dropped the catted y-pipe and ran open headers, I gained 6 rwhp/8 rwtq. Dropping the belt gained me another 9-10 rwhp.
Before the RSI dyno, I put down 455/402 on Thunder's dyno (through catted y-pipe and 85mm MAF) and later in Feb '06 I put down 466 rwhp/410 rwtq with open headers and no MAF on Thunder's dyno. Had I run my catted y-pipe, the numbers would have dropped to 460 rwhp/402 rwtq.
In March, I swapped to a Comp XER 234/238 114LSA cam as an experiment and returned back to the RSI dyno. Through the catted y-pipe, the numbers were 458 rwhp/400 rwtq. Sadly, I could not duplicate the stellar numbers from October. Was it an exceptionally good correction number that day? Who knows.

To average things up as best we can, let's throw out the October dyno and look at the dyno numbers that seemed to be repeatable:
Typical numbers for the 233/235 .644/.598 112LSA +2 cam through catted y-pipe in pure street trim were around 461/402 rwhp
For the XE-R 234/238 .598/605 114LSA +2 cam through catted y-pipe in pure street trim were around 458 rwhp/400 rwtq
Today, I went to MTI and dynoed my new Thunder Racing Torque Series 224/228 .637/.639 110LSA +0 cam through a catted y-pipe in pure street form and put down 459/410 rwtq.

Here's how the numbers compare between the cams (averaged):
.......TRak cam..XE-R cam..Torque Cam (rwhp/rwtq)
2500...130/290..128/270...150/320
3000...191/335..183/320...200/350
3500...247/370..233/350...247/370
4000...289/380..282/370...290/382
4500...343/400..338/395...345/402
4800...367/402..366/400...375/410
5000...383/402..381/400...387/406
5500...419/400..416/398...428/409
6000...455/398..453/397...452/396
6300...461/384..458/382...459/383
6500...461/372..458/370...459/371
7000...454/341..452/339...446/335

And here's the dyno sheet:

And updated signature:

2c5s

iTrader: (11)

Let me be the first to say thank you for the comparo!! Any additional tuning on the dyno? On Ca. 91 octane fuel, is detonation going to be a problem? How much timing were you able to run?

Nice TQ down low and you retained big power up top. Great job!!

'Trust'

iTrader: (24)

Looks really good, its nice making close to the same HP and a lil more TQ with a smaller cam!

Patrick G

iTrader: (14)

Thanks, that was the whole idea. Lots of power under the curve with supreme street manners. NO COMPROMISES!

Ryan02SS

iTrader: (3)

Congrats. That is very impressive power everywhere in the powerband. I really like the route you've taken with your car. Guys asking all the H/C questions need look no further than your setup to take notes from. I wish when I was building mine I knew more about choosing valve events and DCR as there's easy power to be had there.

Patrick G

iTrader: (14)

Actually, I didn't get to make any changes to my setup when I dynoed at MTI. But my timing is around 26 degrees at peak torque and ramps up to 29 degrees by peak hp. A/F ratio was around 12.5:1 at peak torque and 12.9:1 at peak power. Jayson at MTI didn't think I'd left much power on the table by messing with the timing or A/F ratio.

With more time in the future, I will tweak it some more. Then after my warranty runs out on my shortblock, I'm going to spray the bastard.

My DCR is a little on the high side (8.73:1) for 91 Octane. I think 8.5:1 is probably better. That's easy to fix though: Choose a little lower SCR or retard the cam 1-2 degrees.

gtodoug

iTrader: (1)

Excellent Comparo!! No BS results either. Me likey. I need you to spec out a cam for my 408 so I can get my tq numbers up to par. Great job, and killer numbers.

dougie

Dom

iTrader: (2)

Great numbers. I was going to go bigger, but now I don't think there is a need.

Patrick G

iTrader: (14)

Here is a cool comparison sheet made up by PianoProdigy. Thanks!!
Red: 233/235 .644/598 112LSA +2 TRak cam
Blue: 234/238 .598/.605 114LSA +2 XE-R cam
Green: 224/228 .637/.639 110LSA +0 Torque Cam

bad95killer

Damn good thread Patrick showing alot of info on each Cam

Impressive numbers buddy & this small duration camshaft did as good as the FAT CAMS esp. at torque side

thanks for sharing !!!

peace

STRIPSTAR

iTrader: (4)

Where in that progession is the swap to the small chamnber 225s? or are all 3 cams with that head.

Patrick G

iTrader: (14)

All 3 cams are with the 225 heads.

STRIPSTAR

iTrader: (4)

haha damn - you could swap a cam blindfolded. What do you think the smaller duration - 110lsa cam would do with the 205s?help or hurt? Thats some knarly valve lift with that duration.

Patrick G

iTrader: (14)

The 205s would probably work even better than the 225s with the small cam. The higher velocity would fill the cylinders up nice and fast, making it easier for a smaller cam to work.

STRIPSTAR

iTrader: (4)

Thats what i was thinking.

Phil99vette

iTrader: (11)

Great results, I wish we could have tested the same XER but on a 110 + 0 to see the difference the actual duration makes. I've never had good average numbers with 114lsa cams.
Phil

Dom

iTrader: (2)

How is the drivability of the cam? Alot of lope?

Can you speculate on how this cam would perform with PRC Street LS6 heads from TSP?

NOS USER

MeentSS02

iTrader: (11)

What's going on past 6500 RPMs? Is that a sign of the springs having a hard time controlling everything?

GrannySShifting

iTrader: (10)

pat is it pinging in the upper rpm? Ie seen detonation do that on djet graphs. See if its speckling the plugs after some street WOT