Pat G spec cam results 226/230, Mike Norris tuning
09-10-2009, 08:48 AM
#21
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We did the 1518s Geoffs 226 234 113+3 on my brothers vette with the 7.425s and the valvetrain is probably the quietest Ive ever heard from a cammed LSX....
your numbers are probably 400 SAE being your numbers were STD
If you can get the runfiles you can check what SAE numbers were
Shooting for 400rwhp on my brothers vette
your numbers are probably 400 SAE being your numbers were STD
If you can get the runfiles you can check what SAE numbers were
Shooting for 400rwhp on my brothers vette
09-10-2009, 08:55 PM
#27
The 224/230 cam used Comp XFI lobes. Those lobes were my favorites to use until the new EPS lobes became available in January of 2009. I prefer the EPS lobes now because they are quieter, rev better, and make the same or more power...all with beehive springs instead of duals. Such a deal.
__________________
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.
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.
09-10-2009, 10:26 PM
#28
I prefer the EPS lobes now because they are quieter, rev better, and make the same or more power...all with beehive springs instead of duals. Such a deal.
Thanks
09-10-2009, 11:48 PM
#29
The 224/230 cam used Comp XFI lobes. Those lobes were my favorites to use until the new EPS lobes became available in January of 2009. I prefer the EPS lobes now because they are quieter, rev better, and make the same or more power...all with beehive springs instead of duals. Such a deal.
09-11-2009, 07:14 AM
#30
https://ls1tech.com/forums/dynamomet...ls2-vette.html
https://ls1tech.com/forums/dynamomet...-mild-cam.html
https://ls1tech.com/forums/generatio...r-systems.html
There are some comments about the quiet valvetrain in the threads.
Billy Godbold, the head lobe designer at Comp, sat down with Geoff Skinner and me in December and asked us what we were looking for in a new lobe. We mentioned that we liked the power making potential and revability of the LSL lobes, but wanted something in a .600" lift version that would work with popular (and easy to install) beehive valve springs. I too, was skeptical of the lobes. They sounded too good to be true. But after installing some early ones on friends rides, I saw that they were the real deal. I love them. I only recommend LSL lobes above them for people who want more lift and need to run a dual spring.
Patrick, I'm also interested in knowing this. Not doubting the information, just curious as everything listed was an advantage. Are their any disadvantages to the new eps lobes?
Another quick question, how does the 226/230 compare (pros/cons)to the 228/232 you like? Thanks in advance.
Another quick question, how does the 226/230 compare (pros/cons)to the 228/232 you like? Thanks in advance.
__________________
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.
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.
09-11-2009, 10:07 AM
#31
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There are some comments about the quiet valvetrain in the threads. Billy Godbold, the head lobe designer at Comp, sat down with Geoff Skinner and me in December and asked us what we were looking for in a new lobe. We mentioned that we liked the power making potential and revability of the LSL lobes, but wanted something in a .600" lift version that would work with popular (and easy to install) beehive valve springs. I too, was skeptical of the lobes. They sounded too good to be true. But after installing some early ones on friends rides, I saw that they were the real deal. I love them. I only recommend LSL lobes above them for people who want more lift and need to run a dual spring.
The only disadvantages that I see are that the EPS lobes are slightly behind LSL lobes in all-out power potential and that (for now), they are only available through Engine Power Systems. You can't pick up the phone and order them directly from Comp. The EPS lobes come in 4 degree increments. 218/222/226/230/234/238/242/246 and the 226/230 is closer in performance and drivability to the 228/232 than a 230/234.
The only disadvantages that I see are that the EPS lobes are slightly behind LSL lobes in all-out power potential and that (for now), they are only available through Engine Power Systems. You can't pick up the phone and order them directly from Comp. The EPS lobes come in 4 degree increments. 218/222/226/230/234/238/242/246 and the 226/230 is closer in performance and drivability to the 228/232 than a 230/234.
Lobes as you are describing have been around for a long time, just not from Comp...
eg. 281*-230*-153*-.353"-.600"
That one is over five years old.
09-11-2009, 03:37 PM
#33
That looks like one of the countless comments fired at you over the years wondering how your FTI lobes were better than others since their numbers at .006",.050", and .200" looked so similar to catalog lobes. You know the answer to this, but for the benefit of everyone else...Here are 3 very similar lobes (EPS, XFI, XE-R)
Lobe, .006" .050" .200" Lift w/1.7 rocker
EPS 279 230 151 .600"
XFI 280 230 154 .612"
XE-R 279 230 151 .592"
While all 3 have similar duration at .006" and .050", the EPS lobes are much smoother at acceleration and jerk than XE-R lobes (which are the harshest of the 3 according to Billy Godbold). The XE-R lobe don't always work well with beehive springs even though they are a sub .600" lift lobe. High levels of acceleration and jerk are the culprits here. XFI lobes were designed originally for the smaller base circled SBC cam cores. On the SBCs, they are some of the best, but as they grew to the 55mm LS1 cam cores, they showed some of the compromises that were given to it to work well on the smaller core.
The EPS lobes, like the newer LSL lobes, had extensive Spintron testing on the LS1 55mm cam journal size and as a result, don't have the compromises of being grown from a SBC cam journal size. With acceleration and jerk more optimized, there was better valvetrain stability and rpm limits began to rise. Motors could rev higher with the same springs or could rpm the same with less spring. This is one of the reasons why the EPS lobes are very happy with a beehive spring whereas the XE-R lobes are not (even though on paper they look nearly identical).
So while the lobes look very similar to a 5 year old lobe carried by somebody else, it's doesn't necessarily mean they're the same. But like I said Ed, you know this. But not everybody else on the board knows this.
__________________
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.
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.
09-11-2009, 06:21 PM
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This gets me so pumped, can't way to install my "ESP" cam.
wounder if it would be ok to go ahead and install and do the tune next month or just keep waiting till next month? if i though i would be ok i would do it this weekend for sure.
but i should prob wait till i can get it tuned...
wounder if it would be ok to go ahead and install and do the tune next month or just keep waiting till next month? if i though i would be ok i would do it this weekend for sure.
but i should prob wait till i can get it tuned...
09-11-2009, 06:22 PM
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This gets me so pumped, can't way to install my "ESP" cam.
wounder if it would be ok to go ahead and install and do the tune next month or just keep waiting till next month? if i though i would be ok i would do it this weekend for sure.
but i should prob wait till i can get it tuned...
wounder if it would be ok to go ahead and install and do the tune next month or just keep waiting till next month? if i though i would be ok i would do it this weekend for sure.
but i should prob wait till i can get it tuned...
Wait, mine ran like **** untuned. You can drive it, but it'll just keep dying. That's why I trailerd it.
09-11-2009, 06:24 PM
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09-11-2009, 08:08 PM
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what he said
Now you're making me smile Ed. That looks like one of the countless comments fired at you over the years wondering how your FTI lobes were better than others since their numbers at .006",.050", and .200" looked so similar to catalog lobes. You know the answer to this, but for the benefit of everyone else...
Here are 3 very similar lobes (EPS, XFI, XE-R)
Lobe, .006" .050" .200" Lift w/1.7 rocker
EPS 279 230 151 .600"
XFI 280 230 154 .612"
XE-R 279 230 151 .592"
While all 3 have similar duration at .006" and .050", the EPS lobes are much smoother at acceleration and jerk than XE-R lobes (which are the harshest of the 3 according to Billy Godbold). The XE-R lobe don't always work well with beehive springs even though they are a sub .600" lift lobe. High levels of acceleration and jerk are the culprits here. XFI lobes were designed originally for the smaller base circled SBC cam cores. On the SBCs, they are some of the best, but as they grew to the 55mm LS1 cam cores, they showed some of the compromises that were given to it to work well on the smaller core.
The EPS lobes, like the newer LSL lobes, had extensive Spintron testing on the LS1 55mm cam journal size and as a result, don't have the compromises of being grown from a SBC cam journal size. With acceleration and jerk more optimized, there was better valvetrain stability and rpm limits began to rise. Motors could rev higher with the same springs or could rpm the same with less spring. This is one of the reasons why the EPS lobes are very happy with a beehive spring whereas the XE-R lobes are not (even though on paper they look nearly identical).
So while the lobes look very similar to a 5 year old lobe carried by somebody else, it's doesn't necessarily mean they're the same. But like I said Ed, you know this. But not everybody else on the board knows this.
That looks like one of the countless comments fired at you over the years wondering how your FTI lobes were better than others since their numbers at .006",.050", and .200" looked so similar to catalog lobes. You know the answer to this, but for the benefit of everyone else...Here are 3 very similar lobes (EPS, XFI, XE-R)
Lobe, .006" .050" .200" Lift w/1.7 rocker
EPS 279 230 151 .600"
XFI 280 230 154 .612"
XE-R 279 230 151 .592"
While all 3 have similar duration at .006" and .050", the EPS lobes are much smoother at acceleration and jerk than XE-R lobes (which are the harshest of the 3 according to Billy Godbold). The XE-R lobe don't always work well with beehive springs even though they are a sub .600" lift lobe. High levels of acceleration and jerk are the culprits here. XFI lobes were designed originally for the smaller base circled SBC cam cores. On the SBCs, they are some of the best, but as they grew to the 55mm LS1 cam cores, they showed some of the compromises that were given to it to work well on the smaller core.
The EPS lobes, like the newer LSL lobes, had extensive Spintron testing on the LS1 55mm cam journal size and as a result, don't have the compromises of being grown from a SBC cam journal size. With acceleration and jerk more optimized, there was better valvetrain stability and rpm limits began to rise. Motors could rev higher with the same springs or could rpm the same with less spring. This is one of the reasons why the EPS lobes are very happy with a beehive spring whereas the XE-R lobes are not (even though on paper they look nearly identical).
So while the lobes look very similar to a 5 year old lobe carried by somebody else, it's doesn't necessarily mean they're the same. But like I said Ed, you know this. But not everybody else on the board knows this.