NOBR8KSS

iTrader: (12)

power band from idle to 6200 rpms

shifting at 6000-6100 rpms (for drivetrain longevity)

valve lift for stock heads

all the bolt ons you can think of

good engine vacuum and idle

3.73 rear gear

M6

car is street driven 99% with the occasional track visit...but nothing serious or competitive. I want tire frying torque and a strong, steady pull to shift just before the stock rev limiter. Intake duration should be in between 212 and 224, but please make suggestions and why. Thanks.

Choices:
CC 212/218 114
CC 216/220 114
CC 218/224 114
CC 214/220 .550/.550 114
TR 220/220 114
TR 224/224 114

<small>[ February 10, 2003, 09:20 PM: Message edited by: NOBR8KSS ]</small>

I8COBRA

iTrader: (56)

Mines a 222/222 .560 114 with 2 degrees ground in.

Pull like mad in all RPM ranges, peakes at 6200 and stays flat till 6500.

After the tune my car runs 99% stock with just enough lope to know its not stock if you look for it.

I seriously couldnt be more happier with my setup. Since I cant afford a Viper for another couple years this does the trick.

Joe Bronikowski

iTrader: (1)

Sounds like the kind of cam I'm looking for. For your stated goals, I like the Comp 212/218-114 but with the XE lobes:

212/218-114 .558/.563

I think you could even go a little lower on the intake duration and still be ok. If you go much larger, you may find your power peaking at 6000+ rpms. Now, you won't _need_ to rev higher than 6200, but you may feel cheated about the power you're leaving on the table <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

You could go with the bigger intake lobes like 220 or 224, especially with your gears, but then you'll really want a 6500+ shift point.

BIGBOS

I had a 222/222 .563/.563 112lsa cam when I had my 6-speed with stock heads, it made good power, and I shifted around 6400, I defiently upgraded valvesprings and pushrods, you might as well if you are doing a cam...

I also had an MTI X1 230/227 .591/.571 112lsa, this was a nice cam, had a lot of top end power...

Currently with the new supercharger setup, I had a 214/218 .540/.550 114lsa installed, haven't gotten it back yet though... <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

NOBR8KSS

iTrader: (12)

how about these choices:

CC 212/218 .558/.563 113

CC 214/220 .558/.563 113.5

CC 216/220 .558/.563 114

LSA is increasing to help compensate for low end losses, while at the same time keeping rpms in the stock range for drivetrain durability (Comp 918s). BTW, cams will have 4 degrees of advance ground in.
Predator tuning on the dynojet

niphilli

You might want to check out this thread:
https://ls1tech.com/ubb/cgi-bin/ulti...c;f=1;t=010435

I have the same requirements as you. BTW you will definately want to replace the valvesprings while you are in there.

-Nick

Paul F

iTrader: (2)

For what you are looking for I'd go with the Comp 216/220.

00T\A

I have a M6 daily driver with MTI's B1 221/221
558 lift.
With all bolt ons except ported T body.
The car Dyno's 380 rwhp/374 torque sae corrected.
no issues what so ever.
never goe's to the track can't afford to break it.