Better street cam...G5X1 or Patrick G's 228/232
01-04-2007, 03:07 PM
#1
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Better street cam...G5X1 or Patrick G's 228/232 I have finally narrowed my street cam down to two choices, but I need a little help from you guys.
LG Motorsports - (G5X1) 228/232 .588/.574 112 + 4
vs.
Patrick G - 228/232 .588/.595 110 + 2
They appear to have the same intake lobe, but different exhaust lobes. The same ICL, but different LSA.
Is there any noticable difference between these two cams? Would one be easier to tune than the other?
I have read countless threads about both cams and they both sound like what I am looking for...I just wondered if there was any info that might sway my decision towards one cam or the other.
LG Motorsports - (G5X1) 228/232 .588/.574 112 + 4
vs.
Patrick G - 228/232 .588/.595 110 + 2
They appear to have the same intake lobe, but different exhaust lobes. The same ICL, but different LSA.
Is there any noticable difference between these two cams? Would one be easier to tune than the other?
I have read countless threads about both cams and they both sound like what I am looking for...I just wondered if there was any info that might sway my decision towards one cam or the other.
01-04-2007, 06:06 PM
#2
Flip a coin, there's not going to be a lot of difference. The 110LSA cam will make a little bit better power under the curve because of the later EVO and better placement of overlap (closer to TDC), but where talking 5 rwhp or less.
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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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
01-11-2007, 10:30 PM
#3
Im torn too because i can find a g5x1 112 for sale in the used parts every once in a while and save a crap load. Predator Z recommended a 228/232 .588/.595 110+4 for me...but i could save way over a hundred bucks buying a g5x1 used, especially since its a commonly used shelf cam. Would it be worth it to just have the custom cam ground for me and skip over the used g5x1s? I know the 110+4 would make much better bottom end, but is it enough to justify, say, $150 more? I could also save another $100 by using 918s with the LM cam. Im a little affraid to 918 the custom cam.
01-12-2007, 12:26 AM
#4
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As Patrick mentionned difference is minimal, if you overlayed 2 graphs of the cams in same motor they would almost coincide. A bit more trq and lope on the 110+4 under the curve.
I'm not 100% sure but I believe the LGM G5X1 is XE-R/XE lobes (judging by the lifts)
I'm not 100% sure but I believe the LGM G5X1 is XE-R/XE lobes (judging by the lifts)
01-12-2007, 01:32 AM
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Originally Posted by NOBR8KSS
I have finally narrowed my street cam down to two choices, but I need a little help from you guys.
LG Motorsports - (G5X1) 228/232 .588/.574 112 + 4
vs.
Patrick G - 228/232 .588/.595 110 + 2
They appear to have the same intake lobe, but different exhaust lobes. The same ICL, but different LSA.
Is there any noticable difference between these two cams? Would one be easier to tune than the other?
I have read countless threads about both cams and they both sound like what I am looking for...I just wondered if there was any info that might sway my decision towards one cam or the other.
LG Motorsports - (G5X1) 228/232 .588/.574 112 + 4
vs.
Patrick G - 228/232 .588/.595 110 + 2
They appear to have the same intake lobe, but different exhaust lobes. The same ICL, but different LSA.
Is there any noticable difference between these two cams? Would one be easier to tune than the other?
I have read countless threads about both cams and they both sound like what I am looking for...I just wondered if there was any info that might sway my decision towards one cam or the other.
I say compromise and do Patrick G's grind but do it with the 112+4. Plugging the numbers into Pianoprodigy's DCR calculator shows identical intake valve events but an exhaust valve opening that opens later 4 degrees. I believe it should get you get torque right between both those cams and maybe a slight Horsepower increase over both. The idle will be slightly smoother too.
Hammer
01-12-2007, 08:23 AM
#6
Originally Posted by thehammer69
I say compromise and do Patrick G's grind but do it with the 112+4. Plugging the numbers into Pianoprodigy's DCR calculator shows identical intake valve events but an exhaust valve opening that opens later 4 degrees. I believe it should get you get torque right between both those cams and maybe a slight Horsepower increase over both. The idle will be slightly smoother too.
Hammer
Hammer
__________________
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
01-12-2007, 08:25 AM
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Originally Posted by thehammer69
I say compromise and do Patrick G's grind but do it with the 112+4. Plugging the numbers into Pianoprodigy's DCR calculator shows identical intake valve events but an exhaust valve opening that opens later 4 degrees. I believe it should get you get torque right between both those cams and maybe a slight Horsepower increase over both. The idle will be slightly smoother too.
Hammer
Hammer
Pat's cam seems to make more lower with that 110 lsa and maybe the kind of head would be a thing to look at. Pats cam would shine more with a smaller runner and the G5 with a larger runner im guessing.
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01-12-2007, 12:38 PM
#8
i have the G5X1 on a 112+4. really like it. if i was to do it again i would prob go with Patrick's cam cause the 110 will sound a little more nasty. dont really think there would too much difference power and streetableness(not sure if thats a word or not)
01-12-2007, 01:45 PM
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Originally Posted by Patrick G
Actually, going to 112+4 will open the exhaust valve sooner (compared to 110LSA +2) making the power stroke shorter, possibly killing off some torque. Remember, you only have compression when both valves are shut. Open one too early and you may lose power.
Hammer
01-12-2007, 02:26 PM
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I'm using an off-the-shelf Crane cam that's very similar to what you want. The mid-range is fantastic, and pulls hard all the way up. Idles at 825 with very mild lope. Specs are 228/232@112+5 and .600/.600 lift.
01-12-2007, 02:39 PM
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Originally Posted by exSSer
I'm using an off-the-shelf Crane cam that's very similar to what you want. The mid-range is fantastic, and pulls hard all the way up. Idles at 825 with very mild lope. Specs are 228/232@112+5 and .600/.600 lift.
Hammer
01-12-2007, 08:09 PM
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Originally Posted by thehammer69
Have you layed down any dyno numbers yet?
Hammer
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Untuned, and with the stock intake, it was 449/428 SAE corrected. I've since added the FAST, and some other stuff, so as soon as warmer weather gets here I'll take it to a tuner, and get the updated numbers.
01-12-2007, 08:13 PM
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Originally Posted by Judge Smales
Which is the right one? I have heard both 228/232-.588/.595 & 228/232-.588/.592 for patrick's torque cam.
their compcams xe-r lobes .. they will not come out exact
the real deal may look like this .. 229.3/232.8 .589/.598 110.6lsa
or like this .. 228.7/233.1 .587/.596 110.3lsa ..or like this....etc.
the numbers are not set in stone , but they will be close enough.
