Supercharger Camz
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Joined: Jul 2004
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From: Mpls, Minnesota
Supercharger Camz Alright, I was wondering what is a better choice for a power cam, here are the choices I am wondering about, Lingenfelter GT2-3 207/220 .571/.578 118.5 LSA or the FM cam, 232/236 .585/.600 114 LSA, any input on these cams and how they compare in power and drivability on a supercharger with 8 psi/higher, and if i were to get a larger engine(408 or so) with low compression(higher psi), any other info on these cams would be great, i know the higher LSA helps out superchargers a lot but i've heard 114 lsa is good too...i dunno, i guess i just dont have enough knowledge on superchargers n' cams to go with forced induction.
Why dont u go half way and pick up the FM7 cam (224/230 .587 .593 114LSA). Im running this cam right now and im at 550rwhp 500rwtq with only 8psi. Its drives like a TR224 114LSA. Idles good and no problems with it. If u go with the FM cam that u listed u better have something larger than 346CID or your peak will be close to 7K RPM.
Thread Starter
12 Second Club
Joined: Jul 2004
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From: Mpls, Minnesota
what i'm trying to see is the comparison of lift/duration vs higher LSA, cause i always heard superchargers work so much better with high LSA, otherwise i'd go with the 232/236 .585/.600 114 LSA cuz biggers always better, if i was depending on a 114 lsa(such as your cam)
LSA isnt everything.... U just have to make sure there is no overlap with a SC cam that bleeds boost off without getting burned. When you go really large with a cam such as the one you listed you will skew your peak power to the right which means u need to rev your engine higher which means you need to have supporting mods to handle 7K or even more RPM's. With my mild cam im shifting around 6800rpm because peak HP happens between 6Krpm to 6700rpm. Check the graph your self http://www.msnusers.com/CarsRelatedG...oto&PhotoID=60
This graph shows my car when it was stock VS now.
This graph shows my car when it was stock VS now.
Feher stop showing that link, cant see anything 
Im going to have to scan a copy for you sometime
Wide LSA is a general thing your going to see, but dont get stuck on "I have to have 114 LSA) Things to keep in mind, as a general a cam that peaks at say 6500 will peak a few hundred rpm higher with centrifugal. Its going to help keep the cylinder filling going even after the intake valve closing point should say it should be done. The main points of a supercharger cam is that you should delay the intake valve opening point because you are going to have a strong pressure differential in the intake. . Aggressive exhaust lobes are more important on a blower car because opening too early on low compression blown motor cuts into power stroke more then it would on a NA setup. opening exhaust valve earlier to trade off some power down low to make it up top works, giving more time to blow down the cylinder, but more aggressive you go the less itll hurt lowend power. Keeping the valvetrain under control, especially a heavy intake valve is important. Id recommend running a little more spring then normal on anything but a lazy intake lobe
Im going to have to scan a copy for you sometime Wide LSA is a general thing your going to see, but dont get stuck on "I have to have 114 LSA) Things to keep in mind, as a general a cam that peaks at say 6500 will peak a few hundred rpm higher with centrifugal. Its going to help keep the cylinder filling going even after the intake valve closing point should say it should be done. The main points of a supercharger cam is that you should delay the intake valve opening point because you are going to have a strong pressure differential in the intake. . Aggressive exhaust lobes are more important on a blower car because opening too early on low compression blown motor cuts into power stroke more then it would on a NA setup. opening exhaust valve earlier to trade off some power down low to make it up top works, giving more time to blow down the cylinder, but more aggressive you go the less itll hurt lowend power. Keeping the valvetrain under control, especially a heavy intake valve is important. Id recommend running a little more spring then normal on anything but a lazy intake lobe
Originally Posted by GrannySShifting
Feher stop showing that link, cant see anything Im going to have to scan a copy for you sometime
Im going to have to scan a copy for you sometime Trending Topics
why are you guys stuck on getting higher lsa like granny said it dosent matter as much as duration, the 2500hp supercharged pro cars run up to 108lca, why arent they going with something crazy like 130lca? Turbo cars is diffrent story though.
here are the specs on my cam 110lca 242/251 lift is in the mid 500s
here are the specs on my cam 110lca 242/251 lift is in the mid 500s
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Joined: Nov 2003
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From: Norn Iron
Originally Posted by LittleRedZ
why are you guys stuck on getting higher lsa like granny said it dosent matter as much as duration, the 2500hp supercharged pro cars run up to 108lca, why arent they going with something crazy like 130lca? Turbo cars is diffrent story though.
here are the specs on my cam 110lca 242/251 lift is in the mid 500s
here are the specs on my cam 110lca 242/251 lift is in the mid 500s
But then, a 2500hp pro car doesnt really need to meet any criteria there.
my cam idles butiful at 950-1000rpm, drives real smooth and its not even tuned it pulls smooth from 1400rpm with no jerking, Low emmisions?? maybe but if you hunting for the most power i dont think emisions is a question
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From: Norn Iron
I am generalising re the idle and driveability, but a wide LSA cam will be smoother than a narrow LSA.
I will be using the GT2-3 on my YSi project if it ever ever takes shape. Things just seem to be taking forever.. And would ya believe, I bought the camshaft over a year ago !!!!!!!!!
I will be using the GT2-3 on my YSi project if it ever ever takes shape. Things just seem to be taking forever.. And would ya believe, I bought the camshaft over a year ago !!!!!!!!!
TECH Enthusiast
Joined: Aug 2004
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From: Ontario
Originally Posted by stevieturbo
I am generalising re the idle and driveability, but a wide LSA cam will be smoother than a narrow LSA.
I will be using the GT2-3 on my YSi project if it ever ever takes shape. Things just seem to be taking forever.. And would ya believe, I bought the camshaft over a year ago !!!!!!!!!
I will be using the GT2-3 on my YSi project if it ever ever takes shape. Things just seem to be taking forever.. And would ya believe, I bought the camshaft over a year ago !!!!!!!!!
I sppoke to LPE today and seriously thinking about getting the GT7 208/230 554/546 121LSA and using it for my twin screw. Any thoughts
Originally Posted by Jamesbond2509
I sppoke to LPE today and seriously thinking about getting the GT7 208/230 554/546 121LSA and using it for my twin screw. Any thoughts
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Joined: Nov 2003
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From: Norn Iron
I decided on the GT2-3, because it was almost identical to the Z06 cam, but with more lift. I wanted a cam that would idle totally smooth, drive the same, yet be able to produce good power, and return good fuel economy. Admittedly I bought the GT2 with the intention of turbocharging, but my plans changed to a supercharger. I think it would work equally well in both applications.
I dont care what others think, but a relatively mild cam like the Z06 will work fine IMO. The added lift of the GT2, can only be a bonus on cylinder heads that flow as well at high lifts, like the LS1 heads do.
I think I recall reading recently on the Corvette forum where there are a few guys using the GT2 cam with good results.
I dont care what others think, but a relatively mild cam like the Z06 will work fine IMO. The added lift of the GT2, can only be a bonus on cylinder heads that flow as well at high lifts, like the LS1 heads do.
I think I recall reading recently on the Corvette forum where there are a few guys using the GT2 cam with good results.
