Hey Dave,
To further our conversation a little, the wide lobe seperation is going to smooth out your idle, and work wonders for your low RPM driveability, which if I understood correctly is the main concern. SOme of the suggestions involving a tighter lobe sep, may give you a litle more peak power, but at the cost of driveability, which is exactly what you are seeing with your current cam.

I don't think I saw how much boost your setup makes, but if you ran 9's with it, then you must be in the 15+ PSI range, and to be honest, you were a lot closer to the optimum setup with your stock 98 cam. Our GT2-3 or our GT-7 will do what your looking for, but if cost is an issue, I would suggest finding a stock LS6 cam, and run that. If you need more power, just turn up the boost a little!

As an example the 427TT C5 we built and ran 8.95 @153 over 2 years ago ran our GT2-3 camshaft and a little over 15 PSI, and your grandmother could drive it to the store

Here's a link to the Corvette fever article:
http://www.lingenfelter.com/document...7TT_eprint.pdf.


Hope this helps,
Ed

 

Wow thats a lot on the exhaust side, but then agian its LPE and they know these things.

 

how bout that speed inc 225/225 .581/.581 turbo cam????

 

ed what is the rev-range of the gt2-3 and 7?

see lingenfelter puts these cars out with a warranty.. they know they will get the **** beat out of them on pump gas.. so the cam design has a lot of thought put into fighting detonation.. this is exactly the type of thing i need.

 

mighty pm me, i will tell you the cam that made the 432/ 450tq NA with 8:5:1 and it idles at 700

 

thanks but no thanks, if you can't post it publicly then i dont want it.. secrets are not my thing.

 

wasnt a secret. I just didnt have the full cam card in front of me

nevermind anyway its probably too small for your liking.

 

we used a GT-7 cam on the last car we did. The torque was good, but I was a little dissapointed in the hp. Idle was just like stock. I guess it should be on a 121. At 6psi it made 431/485. That was with stock #317 heads with 918's through a m6 and a Moser 9".

 

want to get rid of it?

hey ed.. is the cam that is in the Cordis 6 speed vette a production piece or no? that car is what i want... its soo quiet!

http://www.lingenfelter.com/img/press/Kordis6spdtt.mpeg

 

I went with the GT7 cam for my twin turbo 408 vet. You know coming from LPE it will work great and be very streetable and easy to tune.

 

your welcome. i do have a question for you and if anybody else can answer. if the stock cam is good for a turbo app. and it is a trad. split. why are so many going with a reversed split? why not just more of the same like the stock cam? Sorry if this is a dumb question but i've always wondered that.

Justin

 

i here some people get good gains with the CheaTR cam and the MTI stealth cam

 

Im no expert , but the problem with people talking about turbo cams is that that the exhaust runs through the turbo . That causes back pressure issues to come into play. With a belt driven supercharger you usually have a larger ex durtation. It's basically seems that it's more simple than a turbo cam and more matter of how much split and lsa, although valve events come into play with any setup whether it be turbo , NA , nitours or supercharger. Belt driven superchargers cams usually have more off a general agreement as being exhaust biased. It's usally how much of a split... will it be 220 in 224 ex or 220in 230ex. Still, though valve events, Rpm , head flow, etc matter but........... it's usually agreed that more exhaust is needed. Although I I don't know if you can pick the best cam for any combo without knowing the combo and what the owner wants.


Turbo engines have to deal with the above events, PLUS more things mainly involving exhaust issues. With a turbo , there is no magic turbo cam for every application. On some setups, a sinle patter may work better , some an intake bias , and some an exhaust bias. I think it's also about valve timing (valve timing events), and not just intake and ex , because like somebody said , there is cases where you can have a cam with larger exhaust that has less overlap that a single pattern or larger intake cam.

If you have an effiecient turbo exhaust housing , header design and , exhaust flow on heads, it will need a different cam than a setup with a log manifold , low flowing ex port, and a small or non effieceint ex housing.

When you see people that say a turbo needs a certain cam without knowing the setup , usally they probably don't know much about turbo cams (NOT that I do) . People that say "a turbo cam always needs a single pattern cam or larger intake", or even certain lsa and don't know the engine and turbo system setup are usally just reapeating what they hear, since that is what most off us see. (Cams like 224 in 224 ex ... or 230in 224ex and usually with lsa in the 113 to 116 range.)

People that just say " a turbo cam has a lager exhaust" are usally thinking that a turbo cam is the same as a supercharger cam. The engine and turbo system seem to matter. I have heard people that know a bit say, that the more effiecinet a turbo system is , the closer to a NA type cam you can use. ie : single pattern or bigger exhaust. Some of the 6, 7 , and maybe 8 second turbo race cars you see have bigger exhaust , but they have huge exhaust housings with not as much back pressure , as well as very efficient headers, and probably good heads.

I think Jose says that if you have an effiecient turbo setupe where the back pressure is less, you can use a single pattern , and if you have a less effiecient or log type setup a reverse split is better . People say it's because of backpressure , reversion , and keeping the intake charger from getting contaminated. But Notice he considers the setup and does not just say reverse, single exhaust bias. Also, turbo cams are probably one of the most controversial and highly dissagreed upon things in motorsports it seems. Often times professionals don't seem to agree. That's not to say that a certain cam will or will not work or a given, motor. It just may not be optimum. You have to also consider .... are you looking for more power, faster spool, bleeding of tourque, more power on pump gas etc. People also have their own ways of thinking . But again i think it's important to consider the setup.

 

nice post!

 

awesome post man, sounds like your downplaying your knowledge. I have to agree with what you say. With these big *** efficient turbos I personally feel you don't really need much of a cam, if anything get something to help evacuate the exhaust gases.

 

Also , a tiny stock cam may have a larger exhast durtation, but look how small a stock cam is. I'm not getting into the how much overlap a turbo needs debate and what is too much or too little ,because I don't know, and I imagine that it varies with the setup and car purpose also, but will just repeat, that Like someone said above , a stock cam or small cam with a given LSA or smaller lsa can have less overlap than a bigger cam like 230 236 cam with the same lsa or even a bigger single pattern or cam with an intake bias.

 

Their GT-7 cam? I prefer their GT2-3.... I have it now... very mild idle, crazy TQ #'s

Ok... I am a dumbass... I have a GT-7 not a GT2-3.... Been talking good about a cam that I dont have! (Going to sit in the corner and put on my cone hat)

 

Intmd8 did some interesting cam swapping, he kept track of the power he gained/lost from cam swaps.

Personallly Dave, I think you are changing stuff while not also taking into account that you had detonation or went lean, so it's hard to say that you found the max potential of your current cam.

 

**** the cam...i want the car , sorry

but i am paying attention to what people say because i am interested in what cam will help my car be what i want to be one day...like yours. daily driven and fast as hell!

i also however want a cam that will idle like stack and be as comfortable to drive as the factory cam that i have now.

Louie

 

I will give you a quote from the guys when they installed my GT-7 cam:

"****... that is quieter than stock"

Still great #'s and big exhaust dur.