ProCharger cam recommendations...
11-20-2006, 08:05 AM
#41
Bob thats a big cam must have a lot of lope to it,
I want something more stelth, The 214-224 on a 115 was my first choise, but the TR 214 -230 on a 117 with the extra exhaust duration sound like the right stret cam for me.
although I heard a Vette doctors 03 ZO6 with a 230-232 cam with a d1-sc , car idles nice, fast lope , but sounded smooth and mean, i was temped to get that cam , but i think the Thunder cam will work best for me, I just hope with high 117 LSA and 116 cl that i dont have to always rev it to 7,000 RMP to make power , i need a nice street RPM range.
I hope it works well.
I want something more stelth, The 214-224 on a 115 was my first choise, but the TR 214 -230 on a 117 with the extra exhaust duration sound like the right stret cam for me.
although I heard a Vette doctors 03 ZO6 with a 230-232 cam with a d1-sc , car idles nice, fast lope , but sounded smooth and mean, i was temped to get that cam , but i think the Thunder cam will work best for me, I just hope with high 117 LSA and 116 cl that i dont have to always rev it to 7,000 RMP to make power , i need a nice street RPM range.
I hope it works well.
11-21-2006, 02:40 PM
#43
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Cam I'm using in a 05 GTO with a P1SC for now is a comp cam 224/224 and .581/.581 on a 155.5 lobe sep. Mods are 225 AFR heads, ported FAST manifold matched to 225's JBA headers, with Magnaflow E-pipe.
Cam has a slight lope great throttle response and pulls very hard from 1,800 to redline. Very streetable cam.
Cam has a slight lope great throttle response and pulls very hard from 1,800 to redline. Very streetable cam.
11-21-2006, 02:58 PM
#44
9 Second Club
Originally Posted by Lawnboy
I only want to buy a Blower cam once, thats why i am asking ??? now ,
IMO, custom grinds and choice can be a good thing. Of course, it can be a bad thing too.
When I posted my requirements to a cam grinder in the US, they reccomended a huge cam, for what I wanted to achieve, from a power/trap speed point of view.
Based on previous experience with other engines ( all turbocharged ), I know that big, isnt always better. all big cams do IMO, is kill driveability and drink fuel.
So I stuck with a mild grind, and so far Im very pleased.....
Curiosity is still eating away at me though, as to would a bigger cam perform better. I have my old 230/236 on 112 cam I used on my old 346 YSi, and I think it performed ok ( of course its not a recognised blower cam ). I just thought it was very shitty at idle etc.
If you take an Aussie stance on blower cams....some guys down there would suggest much tighter on the LSA than the US guys use, but perhaps with similar duration.
Who's right, and who's wrong ??
I dont really think there is a right and wrong.
But having so much choice, means you will always think, you could have picked a better one.
01-05-2007, 03:34 AM
#45
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Originally Posted by stevieturbo
The thing is.....you could probably pick a dozen profiles, that would do what you want.
IMO, custom grinds and choice can be a good thing. Of course, it can be a bad thing too.
When I posted my requirements to a cam grinder in the US, they reccomended a huge cam, for what I wanted to achieve, from a power/trap speed point of view.
Based on previous experience with other engines ( all turbocharged ), I know that big, isnt always better. all big cams do IMO, is kill driveability and drink fuel.
So I stuck with a mild grind, and so far Im very pleased.....
Curiosity is still eating away at me though, as to would a bigger cam perform better. I have my old 230/236 on 112 cam I used on my old 346 YSi, and I think it performed ok ( of course its not a recognised blower cam ). I just thought it was very shitty at idle etc.
If you take an Aussie stance on blower cams....some guys down there would suggest much tighter on the LSA than the US guys use, but perhaps with similar duration.
Who's right, and who's wrong ??
I dont really think there is a right and wrong.
But having so much choice, means you will always think, you could have picked a better one.
IMO, custom grinds and choice can be a good thing. Of course, it can be a bad thing too.
When I posted my requirements to a cam grinder in the US, they reccomended a huge cam, for what I wanted to achieve, from a power/trap speed point of view.
Based on previous experience with other engines ( all turbocharged ), I know that big, isnt always better. all big cams do IMO, is kill driveability and drink fuel.
So I stuck with a mild grind, and so far Im very pleased.....
Curiosity is still eating away at me though, as to would a bigger cam perform better. I have my old 230/236 on 112 cam I used on my old 346 YSi, and I think it performed ok ( of course its not a recognised blower cam ). I just thought it was very shitty at idle etc.
If you take an Aussie stance on blower cams....some guys down there would suggest much tighter on the LSA than the US guys use, but perhaps with similar duration.
Who's right, and who's wrong ??
I dont really think there is a right and wrong.
But having so much choice, means you will always think, you could have picked a better one.
It does not get put in words any better than that, sound advice.
03-26-2009, 12:07 PM
#46
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cam choice This message is for Patrick G please excuse me if I hijacked a previous thread I am new to this forum. I am building a 2005 L33 aluminum Vortec for a 86 Vette with a 6 speed trans and was looking for camshaft selection choices. The car will be a daily driver with 1/4 mile capability. Specs are:
Engine--L33 Vortec
ls1 intake w/90mm t body
heavy duty t-chain
LS6 hardened push rods
LS6 valve springs
headers with flowmaster exhaust
Trans--T56 six speed
stock injectors
Cam also has to be compatable with the remaining stock drivetrain.
Thanks Patrick and all for any suggestions from others.
Engine--L33 Vortec
ls1 intake w/90mm t body
heavy duty t-chain
LS6 hardened push rods
LS6 valve springs
headers with flowmaster exhaust
Trans--T56 six speed
stock injectors
Cam also has to be compatable with the remaining stock drivetrain.
Thanks Patrick and all for any suggestions from others.
03-26-2009, 12:17 PM
#47
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an update as to what I ended up going with:
Patrick G spec'd
Thunder Racing proprietary core
Comp XFI/XFI high lift lobes
218/230 .605”/.604” 112LSA +3 advance
I have been extremely pleased with it's performance!
Patrick G spec'd
Thunder Racing proprietary core
Comp XFI/XFI high lift lobes
218/230 .605”/.604” 112LSA +3 advance
I have been extremely pleased with it's performance!
