Another Successful "Want More Torque" Cam Swap
04-25-2006, 10:56 PM
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Another Successful "Want More Torque" Cam Swap After two years with the T-ReX and inspired by Patrick’s new “Torque Cam,” I recently set out to come up a streetable, XE-R lobed cam that, much like Patrick’s new cam, would provide significant torque and power increases over the T-ReX in the low and mid RPM ranges. After some research, I decided on a 228/232 .588/.595 110 LSA +2.
For both financial and personal (read: laziness) reasons, I chose to stick with the more mild XE-R lobes rather than the new LSK lobes. No doubt, I’m leaving some curtain area power on the table, but I was willing to accept the loss of a few HP to avoid the hassle of purchasing and setting up new valvesprings.
Having had the opportunity to get a few miles with the cam under my belt, I couldn’t be happier with my decision. Driveability has improved drastically, and the car actually feels faster than it did with the T-ReX. Obviously, that was the whole idea, but it’s always nice when things actually work out in reality as well as they do on paper.
I’m still working on the tune, but I’ve already had to add a significant amount of fuel in the low and mid ranges, so the car is getting a good deal more air at those RPM points than it was with the T-ReX.
I’m planning to have the car dynoed this Friday, so then I’ll see just how well this new cam performs. I fully expect to lose some peak power, but if my derrière isn’t lying, I’ve accomplished my goal of noticeably increasing low and midrange torque and power.
Best of all: The car is fun to drive again. And as an added bonus, the difference in sound between the T-ReX and the new cam is nearly indistinguishable. I can tell a slight difference, but my wife thinks it sounds identical.
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
EDIT - Here's a soudclip of the idle: http://www.expeditiouss.com/idle.wmv (Please right click, save as)
Josh
For both financial and personal (read: laziness) reasons, I chose to stick with the more mild XE-R lobes rather than the new LSK lobes. No doubt, I’m leaving some curtain area power on the table, but I was willing to accept the loss of a few HP to avoid the hassle of purchasing and setting up new valvesprings.
Having had the opportunity to get a few miles with the cam under my belt, I couldn’t be happier with my decision. Driveability has improved drastically, and the car actually feels faster than it did with the T-ReX. Obviously, that was the whole idea, but it’s always nice when things actually work out in reality as well as they do on paper.
I’m still working on the tune, but I’ve already had to add a significant amount of fuel in the low and mid ranges, so the car is getting a good deal more air at those RPM points than it was with the T-ReX.
I’m planning to have the car dynoed this Friday, so then I’ll see just how well this new cam performs. I fully expect to lose some peak power, but if my derrière isn’t lying, I’ve accomplished my goal of noticeably increasing low and midrange torque and power.
Best of all: The car is fun to drive again. And as an added bonus, the difference in sound between the T-ReX and the new cam is nearly indistinguishable. I can tell a slight difference, but my wife thinks it sounds identical.
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
EDIT - Here's a soudclip of the idle: http://www.expeditiouss.com/idle.wmv (Please right click, save as)
Josh
Last edited by Josh; 04-26-2006 at 10:16 PM.
04-25-2006, 11:06 PM
#3
Originally Posted by Josh
Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
Josh
Josh
But yeah post up the dyno results when you get'um.
04-25-2006, 11:18 PM
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Originally Posted by black_z
Does comp have a # for that grind? Who fully spec'd the cam out. IM interested in something very similiar to that.
Josh
04-26-2006, 02:54 AM
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Originally Posted by Josh
After two years with the T-ReX and inspired by Patrick’s new “Torque Cam,” I recently set out to come up a streetable, XE-R lobed cam that, much like Patrick’s new cam, would provide significant torque and power increases over the T-ReX in the low and mid RPM ranges. After some research, I decided on a 228/232 .588/.595 110 LSA +2.
For both financial and personal (read: laziness) reasons, I chose to stick with the more mild XE-R lobes rather than the new LSK lobes. No doubt, I’m leaving some curtain area power on the table, but I was willing to accept the loss of a few HP to avoid the hassle of purchasing and setting up new valvesprings.
Having had the opportunity to get a few miles with the cam under my belt, I couldn’t be happier with my decision. Driveability has improved drastically, and the car actually feels faster than it did with the T-ReX. Obviously, that was the whole idea, but it’s always nice when things actually work out in reality as well as they do on paper.
I’m still working on the tune, but I’ve already had to add a significant amount of fuel in the low and mid ranges, so the car is getting a good deal more air at those RPM points than it was with the T-ReX.
I’m planning to have the car dynoed this Friday, so then I’ll see just how well this new cam performs. I fully expect to lose some peak power, but if my derrière isn’t lying, I’ve accomplished my goal of noticeably increasing low and midrange torque and power.
Best of all: The car is fun to drive again. And as an added bonus, the difference in sound between the T-ReX and the new cam is nearly indistinguishable. I can tell a slight difference, but my wife thinks it sounds identical.
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
Josh
For both financial and personal (read: laziness) reasons, I chose to stick with the more mild XE-R lobes rather than the new LSK lobes. No doubt, I’m leaving some curtain area power on the table, but I was willing to accept the loss of a few HP to avoid the hassle of purchasing and setting up new valvesprings.
Having had the opportunity to get a few miles with the cam under my belt, I couldn’t be happier with my decision. Driveability has improved drastically, and the car actually feels faster than it did with the T-ReX. Obviously, that was the whole idea, but it’s always nice when things actually work out in reality as well as they do on paper.
I’m still working on the tune, but I’ve already had to add a significant amount of fuel in the low and mid ranges, so the car is getting a good deal more air at those RPM points than it was with the T-ReX.
I’m planning to have the car dynoed this Friday, so then I’ll see just how well this new cam performs. I fully expect to lose some peak power, but if my derrière isn’t lying, I’ve accomplished my goal of noticeably increasing low and midrange torque and power.
Best of all: The car is fun to drive again. And as an added bonus, the difference in sound between the T-ReX and the new cam is nearly indistinguishable. I can tell a slight difference, but my wife thinks it sounds identical.
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
Josh
This isnt anything new, the bigger the cam the longer you must wait for power. Go too big as the T-rex is IMHO and you give up too area under the curve for that magic peak dyno number. 
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04-26-2006, 06:48 AM
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Well Josh, it sounds like I am in the same boat as you are with having something that is almost no fun untill run the crap out of it. Good luck on Friday, I doubt it will be a disappointment. As long as the car feels good and you enjoy it, that is all that matters. Congrats man.
04-26-2006, 08:05 AM
#9
Glad the butt-o-meter feels the difference. It's amazing how much difference a cam with proper valve events make. The area under the curve must be dratically better now. Congrats! 
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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
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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.
04-26-2006, 10:07 AM
#10
Originally Posted by Josh
Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street....
Josh
Josh
Best point in this thread!!!
Originally Posted by black_z
Does comp have a # for that grind? Who fully spec'd the cam out. IM interested in something very similiar to that.
Exhuast#3726
Originally Posted by Patrick G
Glad the butt-o-meter feels the difference. It's amazing how much difference a cam with proper valve events make. The area under the curve must be dratically better now. Congrats!
CONGRATS!!!
04-26-2006, 11:04 AM
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You can run pretty good times with a small/medium sized cam...From left to right,(sig pic)
232/236 (383) 229/229 (346) 224/228 (346)
When I figure out what is wrong with the White WS6, I am going to try a cam like Patricks.
232/236 (383) 229/229 (346) 224/228 (346)
When I figure out what is wrong with the White WS6, I am going to try a cam like Patricks.
04-26-2006, 11:31 AM
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Originally Posted by Josh
After two years with the T-ReX and inspired by Patrick’s new “Torque Cam,” I recently set out to come up a streetable, XE-R lobed cam that, much like Patrick’s new cam, would provide significant torque and power increases over the T-ReX in the low and mid RPM ranges. After some research, I decided on a 228/232 .588/.595 110 LSA +2.
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
Josh
As long as the dyno isn’t a total disappointment (and I don’t believe it will be), I’ll continue to be very happy I did this swap. Driveability really is a wonderful thing, and peaky power, while novel, isn’t ideal for a car that spends 99.9% of its time on the street.
Josh
Brandon
04-26-2006, 12:03 PM
#14
i run the 228/232 .588/.574 on a 112+4. how much of a difference is there between the 110+0 and mine. whats the difference in dynamic CR? i am not all that familar with a all of the equations. if anyone could post up how do find the dynamic CR that would be great also.
04-26-2006, 12:09 PM
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Originally Posted by cantdrv65
Nice results. The overcamming of the 346 fad is coming to an end and people are realizing the stick was just too big. This isnt anything new, the bigger the cam the longer you must wait for power. Go too big as the T-rex is IMHO and you give up too area under the curve for that magic peak dyno number.
This isnt anything new, the bigger the cam the longer you must wait for power. Go too big as the T-rex is IMHO and you give up too area under the curve for that magic peak dyno number.I like that, good point. Im going with just a regular ole' hotcam i dont care how "baby" it is.
04-26-2006, 02:52 PM
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Originally Posted by Shinerbock07
I like that, good point. Im going with just a regular ole' hotcam i dont care how "baby" it is.
Brandon
04-26-2006, 03:13 PM
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Originally Posted by xfactor_pitbulls
Dont do that unless you like great sound and not so great power. There are better things out there.
Brandon
Brandon
04-26-2006, 05:35 PM
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no none of this is done to my car yet...just pipe dreams. What do yall say though? What If i got a hotcam with just STOCK unported 5.3L heads ,how much hp??? Would I have to flycut?
04-26-2006, 05:49 PM
#20
mine is a custom grind also.
Just told them lobe number 3724r/3725r 112lsa and 4 degrees of advance.
With my set up I will end up with a dcr of about 8.66 and a static of about 11.04.
right where I want to be (with dcr) for maximum power while still on pump gas, according to the latest news.
I didnt know about all this stuff when I ordered the cam...but I sure got lucky.
Just told them lobe number 3724r/3725r 112lsa and 4 degrees of advance.
With my set up I will end up with a dcr of about 8.66 and a static of about 11.04.
right where I want to be (with dcr) for maximum power while still on pump gas, according to the latest news.
I didnt know about all this stuff when I ordered the cam...but I sure got lucky.