224/228 .637/.639 110LSA cam dyno results
#1
224/228 .637/.639 110LSA cam dyno results
Disclaimer:
The following info is a little messy because I've dynoed on 3 different dynos in varying forms of trims (street and race).
My best previous dynos were running the Thunder Racing TRak cam (233/235 .644/.598 112LSA). On a nice crisp October morning, I got an exceptionally good dyno (SAE corrected) from Racing Solutions that was 472 rwhp/420 rwtq. When I dropped the catted y-pipe and ran open headers, I gained 6 rwhp/8 rwtq. Dropping the belt gained me another 9-10 rwhp.
Before the RSI dyno, I put down 455/402 on Thunder's dyno (through catted y-pipe and 85mm MAF) and later in Feb '06 I put down 466 rwhp/410 rwtq with open headers and no MAF on Thunder's dyno. Had I run my catted y-pipe, the numbers would have dropped to 460 rwhp/402 rwtq.
In March, I swapped to a Comp XER 234/238 114LSA cam as an experiment and returned back to the RSI dyno. Through the catted y-pipe, the numbers were 458 rwhp/400 rwtq. Sadly, I could not duplicate the stellar numbers from October. Was it an exceptionally good correction number that day? Who knows.
To average things up as best we can, let's throw out the October dyno and look at the dyno numbers that seemed to be repeatable:
Typical numbers for the 233/235 .644/.598 112LSA +2 cam through catted y-pipe in pure street trim were around 461/402 rwhp
For the XE-R 234/238 .598/605 114LSA +2 cam through catted y-pipe in pure street trim were around 458 rwhp/400 rwtq
Today, I went to MTI and dynoed my new Thunder Racing Torque Series 224/228 .637/.639 110LSA +0 cam through a catted y-pipe in pure street form and put down 459/410 rwtq.
Here's how the numbers compare between the cams (averaged):
.......TRak cam..XE-R cam..Torque Cam (rwhp/rwtq)
2500...130/290..128/270...150/320
3000...191/335..183/320...200/350
3500...247/370..233/350...247/370
4000...289/380..282/370...290/382
4500...343/400..338/395...345/402
4800...367/402..366/400...375/410
5000...383/402..381/400...387/406
5500...419/400..416/398...428/409
6000...455/398..453/397...452/396
6300...461/384..458/382...459/383
6500...461/372..458/370...459/371
7000...454/341..452/339...446/335
And here's the dyno sheet:
And updated signature:
The following info is a little messy because I've dynoed on 3 different dynos in varying forms of trims (street and race).
My best previous dynos were running the Thunder Racing TRak cam (233/235 .644/.598 112LSA). On a nice crisp October morning, I got an exceptionally good dyno (SAE corrected) from Racing Solutions that was 472 rwhp/420 rwtq. When I dropped the catted y-pipe and ran open headers, I gained 6 rwhp/8 rwtq. Dropping the belt gained me another 9-10 rwhp.
Before the RSI dyno, I put down 455/402 on Thunder's dyno (through catted y-pipe and 85mm MAF) and later in Feb '06 I put down 466 rwhp/410 rwtq with open headers and no MAF on Thunder's dyno. Had I run my catted y-pipe, the numbers would have dropped to 460 rwhp/402 rwtq.
In March, I swapped to a Comp XER 234/238 114LSA cam as an experiment and returned back to the RSI dyno. Through the catted y-pipe, the numbers were 458 rwhp/400 rwtq. Sadly, I could not duplicate the stellar numbers from October. Was it an exceptionally good correction number that day? Who knows.
To average things up as best we can, let's throw out the October dyno and look at the dyno numbers that seemed to be repeatable:
Typical numbers for the 233/235 .644/.598 112LSA +2 cam through catted y-pipe in pure street trim were around 461/402 rwhp
For the XE-R 234/238 .598/605 114LSA +2 cam through catted y-pipe in pure street trim were around 458 rwhp/400 rwtq
Today, I went to MTI and dynoed my new Thunder Racing Torque Series 224/228 .637/.639 110LSA +0 cam through a catted y-pipe in pure street form and put down 459/410 rwtq.
Here's how the numbers compare between the cams (averaged):
.......TRak cam..XE-R cam..Torque Cam (rwhp/rwtq)
2500...130/290..128/270...150/320
3000...191/335..183/320...200/350
3500...247/370..233/350...247/370
4000...289/380..282/370...290/382
4500...343/400..338/395...345/402
4800...367/402..366/400...375/410
5000...383/402..381/400...387/406
5500...419/400..416/398...428/409
6000...455/398..453/397...452/396
6300...461/384..458/382...459/383
6500...461/372..458/370...459/371
7000...454/341..452/339...446/335
And here's the dyno sheet:
And updated signature:
__________________
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.
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.
#2
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Let me be the first to say thank you for the comparo!! Any additional tuning on the dyno? On Ca. 91 octane fuel, is detonation going to be a problem? How much timing were you able to run?
Nice TQ down low and you retained big power up top. Great job!!
Nice TQ down low and you retained big power up top. Great job!!
Last edited by 2c5s; 05-05-2006 at 10:13 PM.
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Congrats. That is very impressive power everywhere in the powerband. I really like the route you've taken with your car. Guys asking all the H/C questions need look no further than your setup to take notes from. I wish when I was building mine I knew more about choosing valve events and DCR as there's easy power to be had there.
#6
Originally Posted by 2c5s
Let me be the first to say thank you for the comparo!! Any additional tuning on the dyno? On Ca. 91 octane fuel, is detonation going to be a problem? How much timing were you able to run?
Nice TQ down low and you retained big power up top. Great job!!
Nice TQ down low and you retained big power up top. Great job!!
With more time in the future, I will tweak it some more. Then after my warranty runs out on my shortblock, I'm going to spray the bastard.
My DCR is a little on the high side (8.73:1) for 91 Octane. I think 8.5:1 is probably better. That's easy to fix though: Choose a little lower SCR or retard the cam 1-2 degrees.
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Damn good thread Patrick showing alot of info on each Cam
Impressive numbers buddy & this small duration camshaft did as good as the FAT CAMS esp. at torque side
thanks for sharing !!!
peace
Impressive numbers buddy & this small duration camshaft did as good as the FAT CAMS esp. at torque side
thanks for sharing !!!
peace
#12
Originally Posted by STRIPSTAR
Where in that progession is the swap to the small chamnber 225s? or are all 3 cams with that head.
__________________
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.
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.
#13
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haha damn - you could swap a cam blindfolded. What do you think the smaller duration - 110lsa cam would do with the 205s?help or hurt? Thats some knarly valve lift with that duration.
#14
Originally Posted by STRIPSTAR
haha damn - you could swap a cam blindfolded. What do you think the smaller duration - 110lsa cam would do with the 205s?help or hurt? Thats some knarly valve lift with that duration.
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Originally Posted by Patrick G
The 205s would probably work even better than the 225s with the small cam. The higher velocity would fill the cylinders up nice and fast, making it easier for a smaller cam to work.