Iv_z28

I was thinking about a sleeper cam and it appears to me that LSA cannot less than 115. Anything less with the total duration of 440-450 and you start to hear the lope. So what would be the most duration with the daily-usage limited lift, say .570 I was thinking TSP220 (similar to TR220, only with a bit more lift). How would
220/220 .564/.564 cam on LSA115 sound and how much power would it make compared to TR220 and TR224 with typical bolt-ons and Patriot Performance, TEA 1.5 or similar heads?
What about 222/222 .566/.566 on 115LSA ?
any more duration would definitely show itself /move powerband too high, right? What kind of advance would you have on that cam? +2? I'm also thinking that RPM should be <6500
M6 car. Thank you for your thoughts.

2001CamaroGuy

iTrader: (6)

that would be my worry....the the more durration and wider the LSA, the higher the RPM is going to be...

(ex: the TR 230/224 111LSA has a powerband up to 6600.....what would it be on a 114LSA.... )

in order to make it a sleaper you will have to keep the durration AND LSA down and that will give up HP.....blower/turbo cams are sleaper cams but they don't make good hp without the FI....

someday

comp makes the LS6 upgrade cam which is 212/218-.558/.563-115... it should peak around 5800 in stock headed LS1, and about 6000 in a stock headed LS6...

Iv_z28

Yeah... I've been thinking for a long time that the best sleeper cam would be 215-216/220 115LSA with XE-R lobes on the intake (~0.575) and XE lobes on exhaust side (0.561).

This is all sort of beefing up the z06 cam. Actually same idea is the SLP cam and it's also similar to the old man cam offered by thunderracing... however for some reason oldman cam didn't offer that much improved numbers over z06 cam, IMHO, except in a low rpm range. I personally don't understand why they reduced lift on exhaust so much (compared to z06) and at the same time increased lift on intake to a whopping 0.600... ...this is not even xe-r lobes... I wonder how long springs hold in those setups. Not to mention this is definitely a point of diminishing return on stock heads... ..in any event I cannot stop wondering why z06 cam give so much for its specs? Is it because it's hollow or has better lobe profiles?
Anyways: what do you guys think about this:

215/220 115LSA 0.575/0.561 (XE-R/XE lobes)

and what would you have for ICL and why?

DONAIMIAN

iTrader: (18)

Hmmm. I say you should get you a small reverse split or something. Just the other day I was thinking about something like a 224/220-114. What exhaust set up do you plan on running, thats gona be a big factor on weatehr you can hear the lope of this cam or not.

Iv_z28

Why would you want a reverse split with such a small duration on exhaust? Just 'cause "intake duration make power"? I would appreciate clarification. I honestly believe
222/222 would be a much better cam compared to 224/220. That of cause depends on lots of factors,
and LS6 intake is not last one of them. But lets assume portex TB + ls6 intake and pacesetter headers with welded cats on the exhaust side.

The whole point I was trying to make is that for a total duration of 420-440 z06 and Lingenfelter style traditional split cams (with VERY large duration on exhaust side) ***N/A*** make very good power.
Now - what would be the maximum duration if I go that route? - SLP cam? (214-222) 115LSA... Why do I always hear people bash SLP? Never heard about results with that cam.. I personally think 216/220 would be a better cam, but I'm not sure...

Vents

iTrader: (9)

".....blower/turbo cams are sleaper cams but they don't make good hp without the FI.... "

yeah but they do make sick power on the bottle because the cyllinder pressure stays up there..
nitrous is the ultimate "sleeper" mod.

2001CamaroGuy

iTrader: (6)

yeah....nitrous is a really good/easy/cheap mod (150hp increase for ~$600) but if thats the only thing you have, when the bottle is off.....SLOW!!!

I like power that is always there (high compression N/A), ready to go.....no bottle to fill, no pulley to change, etc.....

J-Rod

The old man cam ver.2 from TR would be my first choice, but here are three that will be sleepers.

TR Old man Cam 215/220 .600/.523 115 -2LSA
TR Old Man Cam 2 215/220 .602/.602 115-2 LSA
LPE GT2 207/220 .573/.580 117.5LSA

2001CamaroGuy

iTrader: (6)

what about a "lower duration" reverse split cam?

ex: 220/215 .600/.523 115LSA

If you have headers/good exhaust, you should be able to clear the cylinder without a lot of exhaust. With a shorter exhaust durration, wouldn't that make the engine idle a little better (less back flow). Having more intake durration should make a little more hp (fill the cylinders better) yet still keep the car a little more quite?

Iv_z28

2001CamaroGuy:
yes, I understand you, and this is the traditional rationale behind reverse split cams. However I'm not sure it's really worth it unless your total duration is ~450 (=>230/224cam), because you can really use duration on exhaust up to 220-224, as far as I can see. I'm actually wondering if there is a reason why Lingenfelter, SLP and Z06 use so much exhaust duration, compared to intake, beside efficiency. It appears to me that if exhaust duration is <220, engine really has to spend hp to push the exhaust gases out... ...somewhere between 220-224 that load cease to be a factor. So we have 224/224 which is considered ~the best all-around cam ...however huge LGx2 cam uses a lot of duration on exhaust, and they obviously don't care much about efficiency. So why don't they go 240/234 instead? ...I need to compare 228/224 and futral 226/226, but that's beyond the point...

Iv_z28

J-Rod:

Out of those 3 I would prefer GT2, 'cause I don't have a garage and the car is my daily driver, so I'm really scared of 0.600 lift and even more of lobes which are faster than XER... now if I want a weekend beast, than I'll get LGx2

That said, I fail to see why LPE use that large split. Is it just because this cam was for FI applications and would they do it differently for N/A ?

...and yes, NO2 is great, but N/A power is also important.