94form2000z

iTrader: (10)

I am debating either advancing my cam more via an adjustable timing chain or buying another with more advance. I am thinking I need to bring my curve down in the RPM range a bit. cam specs 228/228 588/588 109ICL +3*112LSA


Is it possible for me to bring the peak in this DYNO sheet down about 300 - 500 RPM's? Would it be easier to just buy another cam with more advance ground in? My peak seems to be about 6600. I'd like to have it about 6300.

Any suggestions would be much appreciated.
James

99 Black Bird T/A

iTrader: (4)

Before advancing your cam, do you know the P to V clearance with the cam as is? I think each degree of advance reduces P to V by .007 or something like that. One of the experts might be able to comment, I could be mistaken.

LS1derfull

I would test car at the track and analyze results that way.Your cam is in at 106* now, that should be plenty of advance.You need more gear if anything not lower peak rpm.
Just my 2 cents.

-Joseph-

iTrader: (12)

If your on the stock timing chain now, you can go to a double roller rollmaster and install it at 0 adv and it may bring it down a little. The stock timing chain has a few degrees of retard "built-in"

Larry

iTrader: (4)

Every degree of advance lowers the peak hp and torque about 50 rpm.

I think you need more converter. A 3800 rpm stall is not enough for that cam. You want your true stall rpm 500 below peak torque.

Of course a different cam would bring it down too. I would not advance this cam three more degrees without checking piston/valve clearance like "99 Black Bird" has said.

94form2000z

iTrader: (10)

Thanks for the responses guys. I agree on the TC not being enough. This was one of my ways to try and get around that issue. Another debate of mine is whether to swap to a PT4000 or an SS4000E but obviuosly that discussion belongs in the AT.
I have the Cloves timing chain on stock gears. So I'm not sure if the statement about retardation by stock timing chain is accurate or even applies? It makes good power I just wish it was a little lower on the RPM chart. Guess I'll look into the TC first and go from there.

eallanboggs

iTrader: (1)

If you can afford to buy a new cam just to change the ICL have at it, but the adjustable doble row Rollmaster is under $100 at SDPC and it has 9 keywas to choose from. Your P/V clearane only gets closer on either the intake or exhaust valves when you advance the cam and the converse is true when you retard it. I just can't remember which direction makes which on get closer right now, but it only makes one closer and the other further away. It does make them both closer to the piston crown at the same time.

bigeller

iTrader: (2)

James are you sure your TSP 228R is on a 109 LSA? Do you mean you have a 112 LSA +3 meaning your on a 109 lobe center?

I know that my TSP 228R is on a 111 LSA with +2 and we added +2 more for a total of 4*.. So, I'll be centered @ 107* ATDC when installed 4* advanced.. I discussed this with Trevor before buying.. I'm wanting to build alot more low end torque.. I'm not into peak HP, 400 will be fine.. I also don't want to spin the LQ9 to 6700+ I wanting more like 63-6400rpm..

MyLS1Hauls

iTrader: (2)

I have a hard time believing that cam w/ PPS2 heads peaks at 6600 rpms. I'll be dynoing mine soon and I'm anxious to see the results. Mines 112+4, so its in at 108 w/ the stock chain. Wonder if it has anything to do with your X pipe?

94form2000z

iTrader: (10)

FYI, The intake centerline (ICL) is the LSA minus the amount of advance ground into the cam. So, your 228R has a 109 ICL and 112 LSA, so there's three degrees of advance.

Thanks!
Trevor

That is quoted from an e-mail I got from trevor.

I am changing my TC soon to a PT4000. This should help out alot. Plus I'll be spraying soon and this will help me not have too high of a shift extension.

Tin Indian

QUOTE: "FYI, The intake centerline (ICL) is the LSA minus the amount of advance ground into the cam. So, your 228R has a 109 ICL and 112 LSA, so there's three degrees of advance".

Ditto on that...