Torque coming out of my EARS! (cam change)
#1
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I've been experimenting again!
As many of you know, I ran the first Thunder Racing TRak Cam to great success. The cam specs are 233/235 .644/.598 112LSA (+2). This is a very mean cam and a bit of a bear to tune, but the effort was worth it. Made the numbers in my signature. The TRak cam is bigger than its numbers will lead you to believe.
About a month ago, I had an opportunity to try out a Comp XE-R lobed cam: 234/238 .598/.605 114LSA (+2). This cam had much better street manners than the TRak cam and was within 5 rwhp in the 6000+ rpm range, but was down about 20 lb ft of torque in the 3000-4000 rpm mid-range. I wanted my torque back.
Since I liked the street manners of the 114LSA cam, but I wanted lots more torque, I asked Thunder Racing to grind me up a Super Torquey cam that would have excellent street manners. Here's what they came up with:
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam.
Here's why: My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
New sig.
As many of you know, I ran the first Thunder Racing TRak Cam to great success. The cam specs are 233/235 .644/.598 112LSA (+2). This is a very mean cam and a bit of a bear to tune, but the effort was worth it. Made the numbers in my signature. The TRak cam is bigger than its numbers will lead you to believe.
About a month ago, I had an opportunity to try out a Comp XE-R lobed cam: 234/238 .598/.605 114LSA (+2). This cam had much better street manners than the TRak cam and was within 5 rwhp in the 6000+ rpm range, but was down about 20 lb ft of torque in the 3000-4000 rpm mid-range. I wanted my torque back.
Since I liked the street manners of the 114LSA cam, but I wanted lots more torque, I asked Thunder Racing to grind me up a Super Torquey cam that would have excellent street manners. Here's what they came up with:
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam.
Here's why: My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
New sig.
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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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
Last edited by Patrick G; 04-02-2006 at 10:50 PM.
#2
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Humm, very interested in how your numbers pan out. I assume that this are the LSK lobes you mentioned in the other thread? I want a really nice torquey cam as well; however if I go with a quality dual spring package, how long will they last with the crazy *** lift these lobes are going to? (drive my car 100 miles/ day)
Hurry up and grab those numbers for us!
Hurry up and grab those numbers for us!
#3
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Results so far indicate that the LSK lobes will be no harder on springs than XE-R lobes when set up properly. Shimming the springs to within .050" of coil bind will help them rev and help them last. I daily drive my LSK cammed car...1000-1500 miles per month.
#5
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Nice to know. Looks like the diffrent exaust lobes didn't really make much diffrence on the T-rak? I've wondered latley if using a diffrent exaust lobe was neccasary. I've searched far and wide to find an exaust lobe to meet the specifacations I was looking for to match my 243 LSK intake lobe, but I'm wondering if I should have just stuck with a LSK exaust lobe and been done.
#6
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Originally Posted by Ben R
Why the obsession with torque? Horsepower is what matters.
To maximize the area under the curve within the architecture of our intakes and heads, it's a smart idea to work intake valve closing points and dynamic compression to your best advantage.
And to sum up what you quoted, yes HP is what matters. Since I have LOTS more toque between 2000-4000 rpm, that also means I have LOTS more horsepower in that range!
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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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
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#10
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Originally Posted by Patrick G
Results so far indicate that the LSK lobes will be no harder on springs than XE-R lobes when set up properly. Shimming the springs to within .050" of coil bind will help them rev and help them last. I daily drive my LSK cammed car...1000-1500 miles per month.
Ah, good to know. What springs are you using with them? prc duals; patriot duals; 921's?
ps. i do know that they probably all come from the same factory, just wondering.
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Damn Patrick, way to go on the cam choice and research. I love my new EDC cam, would be snappier with a smaller stall or taller gears, but oh well. Will be interested in the dyno, but waiting for track results.
#16
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How hard does that cam lope? I also can't wait for the results. I would love a powerfull street cam with a nice top end for the track. This is primary why I was going to go with a 228/228 since I'm not looking for records just a powerful daily street car. I might go with a 110 if you get good results. Make sure to get some sound clips.
#18
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How would the XE-R lobes compare to the LSK with a cam of same specs. What would be the effect accross the rpms.?
In short, if you had a XE-R cam with same specs, how would it compare in the power range.??
In short, if you had a XE-R cam with same specs, how would it compare in the power range.??
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This is exactly why I love my 228/228 XER lobed cam....I still believe too many people are overcamming stock cubed cars currently.... Im anxious to see your actual dyno results as well.