Really Carlos any dynos of the XE-R would do.. I kind of think some of the high horsepower cars that have recently come out with the so called custom cams could be XE-R lobes..

 

Another question.. You guys installing the XE-R straight up or plus 4? What are your reasons?

 

Raughammer picked up approx 1.5 mph from switching from his old C1 to the 224XE-R based cam (If I remember correctly). That is a big improvement over a cam that already has great numbers.
I believe the pig cam has slightly less aggressive lobes than the XE-r but higher lift. (.591 vs .585.)
Cheers,
Chris

 

Chris, Raughammer made some other changes too.. It was not a cam only change..

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Patrick G:
<strong>
the Comp XE-R cams are not single pattern cams, just lobes. I chose to go with a single pattern cam for driveability reasons.
</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Why would single pattern cams give better driveability?

If that was true wouldn't GM have all single pattern cams? Because right now they don't have one singel pattern cam in the Gen III.

blackhawk2000 this is the comp lobes

Bret

 

That is a good question SS.. I have no clue, but I would like someone to answer my question about installing a cam straight up compared to plus 4 advanced..

 

I know your question relates to a cam change, but I will give my numbers on a A4. With G2 heads and cam change, HP increase from 318 to 389(average of 2 dyno's) for an inc. of 71. The ET has increase by .54. I am using the same setup on suspension, tires, and others for the drop in ET. How much related to cam----take you educated guess from the facts above. I believe there is more ET drop with a better 60 foot, I am just an average driver. However, presently I am running Nittos and will change in the future. If you need any other data, just post. <img border="0" alt="[judgement]" title="" src="graemlins/gr_judge.gif" />

 

Thats a nice increase..

 

SstrokerAce, i believe split duration cam works better with tiny duration, to make most useable power in stock form, thats why GM uses it.With larger cams you give away too much driveability with larger exhaust duration and lift. Closer(tighter) LSA can be used with equal driveability to a split duration cam with a wider lsa.No back pressure max Hp ls1 would benefit from bigger exhaust specs. BTW The deal with advance or straight up on cam timing is a big cam tends to like advance to sort of center lobe in power making area(window) and to have intake valve closure point happen at a reasonable piston position, smaller cam may even like slight retarded position, because of proper intake valve closure being #1 priority.

 

So.. Most cams have 4 degrees advance built in. If you install it straight up would that mean the built in advance would be 4 degrees?

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by VINCE:
<strong>So.. Most cams have 4 degrees advance built in. If you install it straight up would that mean the built in advance would be 4 degrees?</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Amount ground in varies mine is +2 degrees, and yes that would be 4* with it installed straight up.Remember timing chain has slack in it and that eats up some of your advance, this cant really be helped until someone starts making LS1 chains in .005" shorter sizes.

 

Thanks.. I am getting a Comp adj timing set..

 

So are there any dyno results with these cams?

 

Wow!!! I forgot all about this.. Yeah, what ever happened to all the dyno #'s?

 

Vince Idon't get your point. You opened by stating people changed other things messing up the results. Isn't the idea to change other things too. The premise out there is that you need to keep your changes balanced. There probably is a best cam for a paticular setup if you had the tme and money to find it.

 

Gojo.. I was looking for cam only swaps to see if a more aggressive cam would display more horsepower or torque. Its funny that so many were going to attempt the swap, but ended up trying a whole new route. The new route has a more aggressive cam, but it does not show that horsepower came from the aggressive ramps or the reverse split.. Some tf the guys are going to try these swaps within the coming months. Right now I have not seen any proof. I am beginning to think the only major change that has been done in the past year is use ls1edit. Now that more people are using wideband dyno tuning instead of the mail order tuning the #'s have been off the chart. I think the performance has increased more so with ls1edit than with these new cams. That is just my opinion.

 

Vince, I agree that aggressive has limits. with any one setup there must be a limit that any cam can achieve. Something else has to change to get greater power. But, I also feel that there is one cam that will maximize the result that you have as a goal. What I think we see in many cases is a shotgun approach and some wishful thinking in the search for more power.

 

Putting a cam in the computer and looking at the results is not going to produce the same #'s on the street. Now many people have tried many combo's, and we have seen good and bad results. The guys who tried the big cams before did not have the opportunity to tune their cars with ls1edit on the dyno. It seems kind of funny that most of the guys with XE-R cams have not dyno'd their cars or live so far away from a dyno that they cant get it done. I personally think they have dyno'd their cars and are either ashamed of the #'s or want us to fall into the same trap they did.. Thunder Racing has shown that they are not afraid of experimenting. I applaud them. Thunders cams do have aggressive lobes and have produced awesome #'s, but not #'s we have not seen before. All the vendors have put out high horsepower and torque #'s. It just seems that you do not know if the power cam from the heads, cam, exhaust, or ls1edit. My bet is ls1edit. Not to be skeptical, but the person tuning your car with ls1edit can give you a good tune or a so, so tune. Until someone has the time to put in a T1 and drive 100 miles, put in a TR224 and drive 100 miles, put in TR230/224 with same lsa and drive 100 miles, put in a 230/230 XE-R and drive 100 miles, and finally throw in the famous MMS229 and drive 100 miles we will never know. No other changes but the cam. All getting ls1edit by the same unbiased operator. So many variables with setups in different locations will always give bad results. Yes, this is a guessing game. What works in Texas will have issues in Maine. Whats works in Seattle will have different results in Tampa, Florida. I have been reading post for 2 years now. What I have learned is the LS1 responds to almost any cam change. Negative or positive.. Mostly positive. I have also learned that there needs to be a lot more R&D. Too many of us are having issues.

 

See...I knew there was still life left in this thread <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

 

I'll give ya some data, and you can make your own choice. I have the Comp XE-R 224 on a 112 LSA in my A4, and it's GREAT. I've heard three different cars now with the TR224 cam on a 112 LSA, and the TR cam definitely hits harder than mine does, even with a higher idle! This is hard to figure out since the TR cam has very aggressive lobes as well.

My last dyno w/ stock internals netted 315 RWHP w/ an unlocked Vig 3200 and 332.9 RWHP w/ it locked. I swapped to a Yank PT4400 and to the Comp XE-R 224, and the newest #'s show 361 RWHP unlocked and 380 RWHP locked. This was more power than I was honestly expecting. The dyno w/ the stock internals was done w/ 3.23's, and the #'s with the new cam and converter are with 3.73's. I was running Ed Wright's tuning when the car had stock internals, and I'm running it w/ the new cam. I only had 26 degrees of timing on the dyno #'s w/ the new cam, and I couldn't get better than 25.5 degrees at the track. From what I'm told, it's hard to squeeze more timing out of the '01 and '02 cars, but we've managed to get another full degree of timing w/ the revised tuning and shift points. It may not be much, but every little bit helps. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> I feel that the converter swap accounted for some of the gain as well; I've seen others pick up HP by swapping from a Vig to a Yank converter, even with it locked. I have no idea why, but I know that "PaiN" picked up a considerable amount of power going from a Vig 3600 to a PT4400 when he had the heads/cam setup. Either way, it makes for a NICE setup IMO.

The newest track times are in my sig, and this was with the car shifting at 6,050 RPM on the 1-2 and 6,550 on the 2-3. I've since had the shift points raised to 6,700, and I'm going to run the car this weekend again. I'm very pleased with the power and performance of this cam. It's amazing how docile it is on the street.

<small>[ May 17, 2002, 07:34 AM: Message edited by: Trevor D ]</small>