LT1 Turbo Cam -- Is This Good?
11-22-2010, 03:00 PM
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LT1 Turbo Cam -- Is This Good? Okay, so I will be starting my internal work on my Z in a couple of months, and have been told that LPE 219/219 (219/219 .560/.560 112 LSA) cam will be good for my set-up. However, I did a little bit of reading, and it seems that turbo cams tend to have higher LSA than this cam (114+ LSA). I am doing a .060 over with 3.875 crank running between a 76mm to 88mm turbo. What are your recommendations for a cam? The more I read, the more this doesn't sound like a good one for my set-up...
11-22-2010, 03:17 PM
#2
Okay, so I will be starting my internal work on my Z in a couple of months, and have been told that LPE 219/219 (219/219 .560/.560 112 LSA) cam will be good for my set-up. However, I did a little bit of reading, and it seems that turbo cams tend to have higher LSA than this cam (114+ LSA). I am doing a .060 over with 3.875 crank running between a 76mm to 88mm turbo. What are your recommendations for a cam? The more I read, the more this doesn't sound like a good one for my set-up...
11-22-2010, 03:45 PM
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As for heads, I have an extra set of 641 stock castings that Harshaw Racing in Windsor (Taner's guy) is going to do a port job on, obviously dependant on what the cam specs are. This cam was recommended to me by the person who will be doing my shortblock machining and assembly (I will do the upper end assembly once the block comes back). The guy doing my block-work worked for Lingenfelter for 13+ years, and said that this was a popular came for 383 supercharged cars that they used to do out of there shop years ago.
Now, the person doing my block work "specializes" in F/I apps, but I am beginning to wonder... I have no problem whatsoever going and getting a custom grind made. As for what I am revving it to, I haven't really considered that. (FYI: How did I know you would be the first person to respond to this, LOL)
Now, the person doing my block work "specializes" in F/I apps, but I am beginning to wonder... I have no problem whatsoever going and getting a custom grind made. As for what I am revving it to, I haven't really considered that. (FYI: How did I know you would be the first person to respond to this, LOL)
11-22-2010, 03:51 PM
#4
As for heads, I have an extra set of 641 stock castings that Harshaw Racing in Windsor (Taner's guy) is going to do a port job on, obviously dependant on what the cam specs are. This cam was recommended to me by the person who will be doing my shortblock machining and assembly (I will do the upper end assembly once the block comes back). The guy doing my block-work worked for Lingenfelter for 13+ years, and said that this was a popular came for 383 supercharged cars that they used to do out of there shop years ago.
Now, the person doing my block work "specializes" in F/I apps, but I am beginning to wonder... I have no problem whatsoever going and getting a custom grind made. As for what I am revving it to, I haven't really considered that. (FYI: How did I know you would be the first person to respond to this, LOL)
Now, the person doing my block work "specializes" in F/I apps, but I am beginning to wonder... I have no problem whatsoever going and getting a custom grind made. As for what I am revving it to, I haven't really considered that. (FYI: How did I know you would be the first person to respond to this, LOL)
11-22-2010, 07:16 PM
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Well... for the price from my block builder, he said he would do it for them same price versus a 355 or 383, so I kind of figured hell, why not?! Hmmmm... there was a cam TPiS made for LT1 F/I cars that was 23X/23X .56X/.56X with I believe a 114 LSA. That may be a better choice. I will have to look up the specs... anyone know of a good cam for turboed LTz cars?
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11-23-2010, 07:35 AM
#9
Turbos do not need a whole lot of cam like superchargers do, Boost is not Boost. With a supercharger you like a large split in LSA but Turbos like close LSA's, My supercharger cam was 230/244 on a 112, I am now going turbo and have a 236/238 on a 114. I spoke to Kenny Dutwiller, He's a turbo guru from the past and explained to me the concept of turbo's. We will see soon
11-23-2010, 07:54 AM
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Turbos do not need a whole lot of cam like superchargers do, Boost is not Boost. With a supercharger you like a large split in LSA but Turbos like close LSA's, My supercharger cam was 230/244 on a 112, I am now going turbo and have a 236/238 on a 114. I spoke to Kenny Dutwiller, He's a turbo guru from the past and explained to me the concept of turbo's. We will see soon
Hmmmm... very interesting Moe. Thanks for your input. So something like the LPE 219/219 cam may be okay for a turbo set-up? Hmmmm... I am getting confused because a lot of the turbo cams I have seen have large splits.
http://tpis.com/parts/view/89
This is a cam for turboed LT1s...
11-23-2010, 09:43 AM
#11
I know what you mean, it gets confusing as hell, Heck at one time Hot Rod did a test on Nitrous cams, and the NA cam made more power on nitrous than the supposedly nitrous cam? so go figure. Yes it tough, but Like I said, I spoke to Kenny Dutwieller, if you don't know who he is, he did a lot of work on the Ole Grand Nationals back in the day, Those cars were 6 cylinders and with bolt ons were in the 12's, That was fast in those days especially for a 6 cylinder. But I know for a fact, that when I tuned this turbo LT, it had a nasty N/A cam with a very narrow LSA, and a split pattern, this motor should of easily made in the upper 500 RWHP range and it only made in the lower 400's. I have tuned many supercharged and turbo cars and the only thing that was basically different on this car was the cam...
11-23-2010, 01:02 PM
#13
This actually will reduce horsepower because now you are choking the motor. We had a customers car and I checked his specs on his heads vs his lift on his cam. I suggested a smaller cam with less lift, keeping it withing his max flow numbers, After the cam swap, he made more horsepower and torque with the smaller cam..
11-23-2010, 05:52 PM
#14
I've never heard of a turbo cam wanting a tight lsa (think EVC farther after TDC, and backpressure caused by the turbo) This is why you'll usually see LESS split with a turbo cam, higher LSA for less overlap, and smaller durations.
A blower will like MORE split and duration, and a tighter lsa than a turbo cam. Even though you have positive manifold pressure, overlap will still increase the pressure differential. Not as much overlap is needed as NA of course, but with moderate overlap it's not "blowing out the exhaust valve" like is commonly thought.
Just my 2 cents...
A blower will like MORE split and duration, and a tighter lsa than a turbo cam. Even though you have positive manifold pressure, overlap will still increase the pressure differential. Not as much overlap is needed as NA of course, but with moderate overlap it's not "blowing out the exhaust valve" like is commonly thought.
Just my 2 cents...
11-23-2010, 05:53 PM
#15
It depends on your head flow, Of course more is not always better. If you don't know the flow numbers, then stay on the conservative side, maybe in the 580-590 range, if ported or in the 550-560 if not. We had a set of heads tested and at 600 lift the flow numbers were great then after that the numbers suffered, meaning beyond the 600 lift the flow was being restricted due to loss of velocity cause of lack of swirl and too much tumble.
This actually will reduce horsepower because now you are choking the motor. We had a customers car and I checked his specs on his heads vs his lift on his cam. I suggested a smaller cam with less lift, keeping it withing his max flow numbers, After the cam swap, he made more horsepower and torque with the smaller cam..
This actually will reduce horsepower because now you are choking the motor. We had a customers car and I checked his specs on his heads vs his lift on his cam. I suggested a smaller cam with less lift, keeping it withing his max flow numbers, After the cam swap, he made more horsepower and torque with the smaller cam..
11-23-2010, 07:47 PM
#16
I'm by no means an expert on turbo set ups but I do know that the Lingenfelter 219/219 cam was specifically designed by John to compliment the Accel Superram intake and work in the 383 N/A engine package as an upgrade from the ported stock intake and 211/219 cam for the 383 engine package. Even though LPE doesn't do any R&D with the LT platform anymore, they continue to build some very fast and durable turbo stuff...Might be worth shooting a call into them...
--Alan
--Alan
11-24-2010, 07:05 AM
#19
This is true also since now you are introducing pressure instead of the engine trying to ingest it. Best bet is to get info from people that have an actual setup and see what they make. Heck one time I went to a Super Chevy show and went to a Comp Cam tent and asked about 1.6 RR on my set up. I walked around Three times and each time I spoke to a different rep, and guess what, each one gave me a different answer, One said only on the exhaust, the other said only on the intake and the last said it install them on both so??who do you believe..
11-24-2010, 07:07 AM
#20
I've never heard of a turbo cam wanting a tight lsa (think EVC farther after TDC, and backpressure caused by the turbo) This is why you'll usually see LESS split with a turbo cam, higher LSA for less overlap, and smaller durations.
A blower will like MORE split and duration, and a tighter lsa than a turbo cam. Even though you have positive manifold pressure, overlap will still increase the pressure differential. Not as much overlap is needed as NA of course, but with moderate overlap it's not "blowing out the exhaust valve" like is commonly thought.
Just my 2 cents...
A blower will like MORE split and duration, and a tighter lsa than a turbo cam. Even though you have positive manifold pressure, overlap will still increase the pressure differential. Not as much overlap is needed as NA of course, but with moderate overlap it's not "blowing out the exhaust valve" like is commonly thought.
Just my 2 cents...