Turbo cam.
12-03-2003, 08:38 PM
#1
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Turbo cam. Does anyone know of anyplace that sells turbo cams? I found some blower cams but no turbo cams. Will i have to have one custom made, if so any recommendations on what shop to contact? Thanks. 
12-04-2003, 09:51 AM
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Thanks guys i`ll give ARE and speed inc. a call and see what they can do for me. Is there a max duration and lift i want to stay under for a street/strip car? Or should I just go with the max the heads can handle?
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12-04-2003, 12:19 PM
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ARE originally specced me a 224/224 .581/.581 114+4 when I told them I was going turbo. I switched to the blower and sold the ARE cam to a guy on this board. I got rid of the powerdyne and got a used turbo cam from a friend of mine it is a Lunati 226/222 .555/.555 115. I am not thrilled with the lift (thinking of bumping it with rocker arm upgrade, but I am thinking it will work fine.
-Geoff
edit: Now that I look a tthe cam on ebay, that is the same grind I have in my garage (was guessing on the lift with a caliper.
-Geoff
edit: Now that I look a tthe cam on ebay, that is the same grind I have in my garage (was guessing on the lift with a caliper.
12-04-2003, 12:57 PM
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I drive the car everyday but i want somthing that sounds good with moderate rumble and a powerband in the 2500-6500rpm range. I like the duration and LSA of the cam on e-bay, but i also think the lift is kinda lame. what do you think of a custom kinda like the one above with better lift?
226/222 .580/.575 115lsa. or somthing like that. A turbo like the least amount of overlap so how do you tell how much overlap a cam has? Thanks.
226/222 .580/.575 115lsa. or somthing like that. A turbo like the least amount of overlap so how do you tell how much overlap a cam has? Thanks.
Last edited by MYTURBOT/A; 12-04-2003 at 01:14 PM.
12-04-2003, 03:01 PM
#12
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Jim from www.ls1speed.com has been trying different cams in his LT1 turbo setup. I know he is trying a third grind right now and while I'll let him comment if he wants to, I think he can really discuss the theories behind certain cam grinds.
I think that nobody has really definitiveely shown that reverse split camshaft works better than a conventional split or a single pattern camshaft.
I think that nobody has really definitiveely shown that reverse split camshaft works better than a conventional split or a single pattern camshaft.
12-04-2003, 03:22 PM
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Frankly Jim (Intmd8) is the only person I knwo who is sort of doing that Jonathon. And Jim is mostly doing it to find a little more power and to just experiment. He's making two changes at the same time right now and I hope he just does the cam swap and dynoes that first.
Harlan's car did like 700rwhp on an Eddy current dyno, not sure if that's like 740-750rwhp on a Dynojet 248 but his numbers were strong. His cam was like a 228/224/112 so that overlap and LSA were hardly what the turbo folks call idea, anyone have any ideas or comments on his cam?
I know that Jim's last cam swap was to a bigger cam, and it picked up a bit and it raised the peak a bit so to me it showed that a bigger cam can make more power.
Harlan's car did like 700rwhp on an Eddy current dyno, not sure if that's like 740-750rwhp on a Dynojet 248 but his numbers were strong. His cam was like a 228/224/112 so that overlap and LSA were hardly what the turbo folks call idea, anyone have any ideas or comments on his cam?
I know that Jim's last cam swap was to a bigger cam, and it picked up a bit and it raised the peak a bit so to me it showed that a bigger cam can make more power.
12-04-2003, 05:09 PM
#15
it has a lot to do with the characteristics of the kit that it is going with, along with your shiftpoint, and where you want the power to be
if you want to get down and design your own cam check out the ton of info that is in 'maximum boost' in bookstores.
myturbo: the larger the lobe separation angle (lsa) the lower the overlap.. thats the distance around the cam that the intake and exhaust valves are open
for harlans old set up, he probably went with the 112 to relieve some of the cylinder pressure (think he was running pump gas sometimes then)
but generally if you want to use all that the turbo can give you want something like the 115* lsa i have.. think his new one is 115 also. this lsa is what makes even stock cams great for turbocharging
if you want to get down and design your own cam check out the ton of info that is in 'maximum boost' in bookstores.
myturbo: the larger the lobe separation angle (lsa) the lower the overlap.. thats the distance around the cam that the intake and exhaust valves are open
for harlans old set up, he probably went with the 112 to relieve some of the cylinder pressure (think he was running pump gas sometimes then)
but generally if you want to use all that the turbo can give you want something like the 115* lsa i have.. think his new one is 115 also. this lsa is what makes even stock cams great for turbocharging
12-05-2003, 05:55 AM
#17
this is Harlans new cam
Notice he went to a 115lsa this time
and still trippin from that .695/.683 lift!
he made around 800rwhp on the mustang dyno with 12psi if memory serves me right.
Originally Posted by y2khawk
I was worried it was gonna sound tame with the LSA i got but trust me, it's not. Even with the idle at 1200 
if memory serves, it's something like
251/244 .695/.683 115LSA 113ICL
Ground to make power to 7500, and it sure does
It pretty much shook the building when we pulled it to 7200, but then again my exhaust is about 30" total length off each turbo. Lots of fire out them pipes.
if memory serves, it's something like
251/244 .695/.683 115LSA 113ICL
Ground to make power to 7500, and it sure does
It pretty much shook the building when we pulled it to 7200, but then again my exhaust is about 30" total length off each turbo. Lots of fire out them pipes.
and still trippin from that .695/.683 lift!
he made around 800rwhp on the mustang dyno with 12psi if memory serves me right.
12-05-2003, 08:18 AM
#18
I agree with MM.
Here is an e-mail i got concerning turbos and cams for the Ls1:
I called cam motion then called crane and a few other companies... and got completely different specs from everyone. Some said no split cams, some said more exhaust duration/lift, others said opposite.
Harlan's cam is one hell of a turbo cam... but then again he is using two huge turbos and spinning the engine to 7500rpm. But seeing his cam is a reverse split, makes me feel better about my decision.
What i have gathered is for a mainly street car where low rpm torque is a plus, i'd stick with a stock cam or very mild turbo cam.
I cam like mine tends to trade off some midrange torque for some top end HP and more rpms......
Let us know how it works with whatever cam you choose.
And i do recommend you calling Seth.... he had alot of really interesting info... and tons of cams to choose from.
Here is an e-mail i got concerning turbos and cams for the Ls1:
As for you cam, the 227/224 would be on OK cam, but there are better
choices.
A lot of it actually depends on what size turbo(s) you end up going with.
With
a smaller turbo, you need to hold some cylinder pressure in otherwise the
turbo
will run out of breath too soon in the RPM range and you won't have held
enough
pressure in to make the torque where a smaller turbo excels. On the other
hand, with a larger turbo setup, you cam afford to let go of some cylinder
pressure as the turbo's not going to run out of breath and will help reduce
pressure through the midrange as you were thinking. Check out
www.cmotorsports.com, then go to the LS1 custom cam section. We have about
15
more turbo cams than are listed on the site, but don't want to overwhelm
customers with cam choices before they've had a chance to talk to us.
If you have any more questions, please feel free to email me back or give me
a
call at 702-798-8504.
Seth
www.cmotorsports.com
choices.
A lot of it actually depends on what size turbo(s) you end up going with.
With
a smaller turbo, you need to hold some cylinder pressure in otherwise the
turbo
will run out of breath too soon in the RPM range and you won't have held
enough
pressure in to make the torque where a smaller turbo excels. On the other
hand, with a larger turbo setup, you cam afford to let go of some cylinder
pressure as the turbo's not going to run out of breath and will help reduce
pressure through the midrange as you were thinking. Check out
www.cmotorsports.com, then go to the LS1 custom cam section. We have about
15
more turbo cams than are listed on the site, but don't want to overwhelm
customers with cam choices before they've had a chance to talk to us.
If you have any more questions, please feel free to email me back or give me
a
call at 702-798-8504.
Seth
www.cmotorsports.com
Harlan's cam is one hell of a turbo cam... but then again he is using two huge turbos and spinning the engine to 7500rpm. But seeing his cam is a reverse split, makes me feel better about my decision.
What i have gathered is for a mainly street car where low rpm torque is a plus, i'd stick with a stock cam or very mild turbo cam.
I cam like mine tends to trade off some midrange torque for some top end HP and more rpms......
Let us know how it works with whatever cam you choose.
And i do recommend you calling Seth.... he had alot of really interesting info... and tons of cams to choose from.
12-06-2003, 02:09 PM
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MyTurboT/A I just ran across your post. I would have given you the same link everyone else has gave you. They look like they have some great selections and prices.
I personally with my setup was thinking of going with the
Option 1: 226/222 duration, .570"/.566", 114lsa
or
Option 2: 228/224 duration, .588"/.581", 114lsa
But I havent decided yet. Let me know either through this post or PM what you decided to go with. I have just got some 6.0 heads for my setup and Im about to get the cam and springs. Talk to ya later.
I personally with my setup was thinking of going with the
Option 1: 226/222 duration, .570"/.566", 114lsa
or
Option 2: 228/224 duration, .588"/.581", 114lsa
But I havent decided yet. Let me know either through this post or PM what you decided to go with. I have just got some 6.0 heads for my setup and Im about to get the cam and springs. Talk to ya later.
