my turbo cam experience
Thread Starter
Joined: Nov 2001
Posts: 7,903
Likes: 1
From: Cleveland, OH
my turbo cam experience Just some insight into my experiments.
346 forged with incon turbo kit.
first cam was 220/224 114 i forget lift but this was made for a s/c
best slip was 1.6ish 60'
6.6ish 1/8 at 105
10.45@ 130 i forget the specifics.
next cam was designed by cammotion with all my specs...including rear and weight. It was 231/226 115. best slip was 1.6ish 60'
6.7ish 1/8 @ 107
10.49@132...car lost .10 in the 1/8 but mph better
current cam is an old grind 215/215 114 best slip is 10.34 @121 (fuel pump wire grounded out around 1000' mark) 1.59 60' ....6.62 1/8 @ 107
The smaller cam has better driveability...idle...and more along the lines of what I was looking for in a 10sec daily driver. My incon kit is maxed and the reverse split should have really kicked *** but it didnt. My final opinion is cam is not THAT important and should be dictated by 60'...gear and weight requirements. After the 1/8 mile it doesnt seem to matter what cam is in the car...the turbo(s) get it done. This is my opinion on my results and not debating reverse/standard/no split advantages/disadvantages. Just thought I'd throw it out there for the little people like me who spend HOURS researching different cams.
346 forged with incon turbo kit.
first cam was 220/224 114 i forget lift but this was made for a s/c
best slip was 1.6ish 60'
6.6ish 1/8 at 105
10.45@ 130 i forget the specifics.
next cam was designed by cammotion with all my specs...including rear and weight. It was 231/226 115. best slip was 1.6ish 60'
6.7ish 1/8 @ 107
10.49@132...car lost .10 in the 1/8 but mph better
current cam is an old grind 215/215 114 best slip is 10.34 @121 (fuel pump wire grounded out around 1000' mark) 1.59 60' ....6.62 1/8 @ 107
The smaller cam has better driveability...idle...and more along the lines of what I was looking for in a 10sec daily driver. My incon kit is maxed and the reverse split should have really kicked *** but it didnt. My final opinion is cam is not THAT important and should be dictated by 60'...gear and weight requirements. After the 1/8 mile it doesnt seem to matter what cam is in the car...the turbo(s) get it done. This is my opinion on my results and not debating reverse/standard/no split advantages/disadvantages. Just thought I'd throw it out there for the little people like me who spend HOURS researching different cams.
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hey some good research, go back and make a clean pass on your curent cam
i think my next cam will be a little smaller, i dont know i might try throughing in the stocker to see if it works better.
i think my next cam will be a little smaller, i dont know i might try throughing in the stocker to see if it works better.
i read somewhere about this long time ago.. you can do a calculation to find your port speed.. if it is near mach1 i think its starting to be too restricitive and camming up would bring that speed down and give more power from there on up.. if you arent at that level yet.. stock or smaller is always better.
my car did 787rwhp 841rwtq on a stock 98 cam, stock unported ls6 intake stock ported tb
same boost level with a pretty big cam and 20ci more displacment it made another 30 horse...coulda got that 30 horse with just 1 more psi of boost... but it wouldnt be in the same spot on the curve.. and thats what i needed the most.. i'm trying to get some decent mph outa this thing.
p.s. i have no idea where i heard the above info but i did from somewhere.. dont quote me.
my car did 787rwhp 841rwtq on a stock 98 cam, stock unported ls6 intake stock ported tb
same boost level with a pretty big cam and 20ci more displacment it made another 30 horse...coulda got that 30 horse with just 1 more psi of boost... but it wouldnt be in the same spot on the curve.. and thats what i needed the most.. i'm trying to get some decent mph outa this thing.
p.s. i have no idea where i heard the above info but i did from somewhere.. dont quote me.
Thread Starter
Joined: Nov 2001
Posts: 7,903
Likes: 1
From: Cleveland, OH
i think the lpe cam would be fine. Mightymouse made good numbers like he said. Harlan made 600 a looong time ago on a stock motor...Raymers stock motor etc. Only reason I see to really get a specific cam is when trying to control midrange pressure for octane limitations. Lower lsa will bleed more mid cylinder pressure but for 93 alky guys, it seems most anything will work well. Now this isnt to say you cant make MORE power with a bigger cam...just that the tradeoff is bottom end loss which is a concern to streetcars.
Smokinhawk: it did go 136mph earlier that night when playing around some.
Smokinhawk: it did go 136mph earlier that night when playing around some.
Fbody LS1 cam '98-00:
202/210 intake/exhaust degrees duration
.496/.496 inches lift
116 LSA
Fbody LS1 cam '01-02:
198/197 intake/exhaust degrees duration
.466/.478 inches lift
115 LSA
Ybody LS1 cam '97-01:
198/208 intake/exhaust degrees duration
.500/.500 inches lift
115.5 LSA
Old LS6 cam:
207/217 intake/exhaust degrees duration
.525/.525 inches lift
116 LSA
New LS6 cam:
204/218 intake/exhaust degrees duration
.551/.547 inches lift
117 LSA
202/210 intake/exhaust degrees duration
.496/.496 inches lift
116 LSA
Fbody LS1 cam '01-02:
198/197 intake/exhaust degrees duration
.466/.478 inches lift
115 LSA
Ybody LS1 cam '97-01:
198/208 intake/exhaust degrees duration
.500/.500 inches lift
115.5 LSA
Old LS6 cam:
207/217 intake/exhaust degrees duration
.525/.525 inches lift
116 LSA
New LS6 cam:
204/218 intake/exhaust degrees duration
.551/.547 inches lift
117 LSA
My turbo cam in the 403 is a 231/228 .591/.574 112 that was spec'd out by Cam Motion. I told them I wanted a very street friendly cam.
On the engine dyno at W2W the car made 1108/11xx by 5500 on 20psi but was falling off a bit after that. Interesting thing is that from 4600 or 4700 (been a while since I looked at the numbers) on up it made over 1000 ft/lbs. Kurt said that it is time for better heads or a bigger cam!
On the engine dyno at W2W the car made 1108/11xx by 5500 on 20psi but was falling off a bit after that. Interesting thing is that from 4600 or 4700 (been a while since I looked at the numbers) on up it made over 1000 ft/lbs. Kurt said that it is time for better heads or a bigger cam!
No graph, but I have the numbers sheet somewhere in the garage...numbers sheet is a little nicer since it has hp/tq/rpm/engine temp/oil temp/boost and a few other things that slip my mind at the moment.
I will try and find it and scan it in so that you guys can take a look.
I believe that it was a 94mm turbo that they used, Kurt can correct me if I am wrong.
I will try and find it and scan it in so that you guys can take a look.
I believe that it was a 94mm turbo that they used, Kurt can correct me if I am wrong.
Staging Lane
Joined: Jul 2004
Posts: 62
Likes: 0
From my experience the cam is going to have to match the rpm capacity/ torque converter/ gear and so on of the combination. Yea a larger cam may be sluggish down low but use a transbrake with a good converter and make tons more power at higher rpm's. 256/249 600+ lift solid roller 355 with 220cc box stock pro-1's with 85mm garrett,3.73 gear, 29.5 tall tire at 3200lbs going 5.6's at 129mph. Once you decide to make this kind of power you need some more cam.
Check out the link.http://www.boostdoctor.com/clips/564.wmv
Please right click and save as.
Check out the link.http://www.boostdoctor.com/clips/564.wmv
Please right click and save as.