I know this has been beaten to death, but turbo cam help please.
04-21-2005, 05:53 PM
#1
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I know this has been beaten to death, but turbo cam help please. Ok,
I was originally going to go with a ZO6 cam, but found something local that is a good price and was thinking about, I know the LSA is a lil low for a turbo, but was wondering if everyone thought it would work decent for a setup, im not max effort, but this should make more power than a ZO6 I was thinking.
TR 220/220 .551/.551 114
well???
Thanks in advance
ed
firebird455@gmail.com
I was originally going to go with a ZO6 cam, but found something local that is a good price and was thinking about, I know the LSA is a lil low for a turbo, but was wondering if everyone thought it would work decent for a setup, im not max effort, but this should make more power than a ZO6 I was thinking.
TR 220/220 .551/.551 114
well???
Thanks in advance
ed
firebird455@gmail.com
04-21-2005, 06:07 PM
#2
FormerVendor
Without knowing all of the specifics, it should work great on an efficient system.
And fwiw, that is not a very tight lsa. With an efficient turbo system, that cam on a 112 would make more power.
And fwiw, that is not a very tight lsa. With an efficient turbo system, that cam on a 112 would make more power.
04-21-2005, 06:59 PM
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Finally, someone else has realized that a wide LSA does not always = most power for turbo. I ran a 110 LSA turbo cam and it ran fantasticly, spooled the turbo quicker than my 114 LSA cam did and made more power.
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04-21-2005, 07:26 PM
#8
FormerVendor
Well, when choosing a cam for any engine, the valve events should be chosen, and the duration, lsa, icl, ecl will be byproducts.
When talking about lsa, it is only a generalization, because yes, the amt of overlap is what matters, not what the lsa is.
I think with any combination, there should be a hp/driveability/fuel octane goal, and the entire combination, including the cam specs, should be designed to meet that goal.
When talking about lsa, it is only a generalization, because yes, the amt of overlap is what matters, not what the lsa is.
I think with any combination, there should be a hp/driveability/fuel octane goal, and the entire combination, including the cam specs, should be designed to meet that goal.
04-21-2005, 08:46 PM
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You don't need a reverse split cam unless the system is not efficient. If you use a log or manifolds that don't flow as well as a tubular set, then a reverse split is a nice setup to help avoid reversion into the CC.
Jose
Jose
04-21-2005, 08:53 PM
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Originally Posted by JZ 97 SS 1500
You don't need a reverse split cam unless the system is not efficient. If you use a log or manifolds that don't flow as well as a tubular set, then a reverse split is a nice setup to help avoid reversion into the CC.
Jose
Jose
I was wondering why reverse split was used at times and not others.
04-21-2005, 09:44 PM
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Originally Posted by JZ 97 SS 1500
You don't need a reverse split cam unless the system is not efficient. If you use a log or manifolds that don't flow as well as a tubular set, then a reverse split is a nice setup to help avoid reversion into the CC.
Jose
Jose
