phenyxTA

I'm thinking about swapping out my T1 for a blower cam. What's everyone else using?

Pro Stock John

iTrader: (34)

Really there should be three levels of blower cams out there...

Let's make three assumptions, let's base all the blower cam possibilities on a 114 LSA...
And let's also assume that all suggested blower cam grinds have a minimum of a 6 degree split in duration and a maximum of a 10 degree split. Let's lastly assume that a blower will push the powerband up an additional 500 rpms.

Stage I: <6400 rpm shift points... 21_ intake duration
Stage II: <7000 rpm shift points... 22_ intake duration
Stage III: <7400 rpm shift points... 23_ intake duration

I am generalizing BIGTIME here.

If you like to shift your T1 at 6500, then you might want to look for something that will be comparable. Perhaps a 218/225//114 will have the power you want in the 5500-6500 range.

I am running a 230/237//115 camshaft from FMS, I'd call it a small stage III. I plan to shift it around 7200 rpms and no higher than 7400. Some folks will argue that a cam with say a 232 intake duration and a 240 exhaust duration on a 114 is a good stage II cam, and I will disagree. NA that cam will work great but with FI the power peak will be pushed up 500 rpms... So it might peak higher than the setup can take. I also looked at a 240/246//115 but we were honestly concerned that it would need to be shifted at 7700 rpms.

BIGBOS

I am going to be running a 214/218 .540/.550 114lsa cam in my new 372c.i. motor...I figure shift points to be around 6600....we will see...

White_Hawk

iTrader: (3)

I am running a Lingenfelter 207/220 .571/.578 118.5 on my Hawk. This is the same cam they run on their twin turbo corvette. I just had it tuned on the dyno last week. It pulls up to 6400 or so which is plenty high for me (we didn't go any higher than that unfortunately). I bought it as more of a daily driver type cam than a strip cam, and I am 100% happy with it. I'll post the charts when I go back to the shop and get them printed.

-Geoff

Big Stick

I just installed a 220/224 .564/.568 114. I should have some #'s this weekend.

Blackbird

compcam 212-218 .522/.529 114LSA

I rev this bad boy all the way to 6,000!!!!!

Seriously thats all I rev it to and it works just fine for me.

Street car that see's the track once per year if that.

Crunch

Comp Cams 224/224 .564/.565 114LSA (Thunder Racing 224 cam)
Works great with my blower. (see signature )

Mekkadon

iTrader: (3)

I will be using my 218/222 .562/.562 114 LSA cam for my D1SC/cog setup on Stage II heads and stock cubes.

bo0oost

What do u guys think of this new Thunder Racing cam for blowers?

Thunder Racing Custom Split Pattern Camshaft for Nitrous/Supercharger applications- 224/227 .563/.569 114 LSA (This cam will check in the 226 range on the exhaust lobe.) 2200-6800 RPM Power Band. Excellent mid-range &amp; high RPM power. Automatic cars require computer tuning and it is recommend for optimum results on manual transmission cars. Due to the fast ramp rate of this camshaft, the use of 1.8 rockers is not recommended.

Black LS1 T/A

I use Golden West Performance custom grind.
It makes power as high as I've spun it (over 7-grand).

White_Hawk

iTrader: (3)

I am kind of surprised people aren't running higher LSA's on their cams - I thought LSA builds cylinder pressure?? In GM High-Tech this month, Speed Inc gained something like five pounds of boost on their 10.0 sec car just by upping the LSA, and Ligenfelter runs it really high, too (118.5).

Personally, the last thing I want to do with my blower is bleed off boost! I am still making almost 6 psi on a setup with heads, cam, and headers, which on a lot of setups will usually drop your boost significantly (it was a six pound rated blower to begin with). I know that LSA does not define overlap, but is definitely part of the equation. NA cams use overlap to help suck in the intake charge, but if you put a cam like this on an FI car, you acually blow part of your intake charge out the exhaust valve before it closes. Can any cam guru's shed any light on this?

-Geoff

scottywheels

I understand what you are saying but a cam in the 114 might show less boost but make more power. So even if you lost 2 psi you could make more power because the motor is flowing better. Boost is a meassure of restriction. My cam is 224 228/114 and Im makeing over 18 psi with my blower.

Pro Stock John

iTrader: (34)

When I was out looking for a cam, I went with a FMS 230/237//115 but I did consider running a LPE GT2 or a custom grind with a 118 LSA.

Looked to me that the 118 would extend the top end at the expense of the midrange.

The nice thing about a high LSA is that the car would not build crazy midrange torque and too me that meant it would be easier to hook.

But if I had tried a 230/237//118 it would have peaked at like 7200 or something crazy like that and I want to shift at 7200 and not 7700... That's my take on LSA.

White_Hawk

iTrader: (3)

Scott, I see what you are saying, but that same cam on a 118 lsa might make five pounds of boost more, too, and more power. How do you know you are not losing boost out your exhaust valve when both your valves are open? That is the question I am hoping a cam guru will answer. I do not know what the answer is. The only FI car that has run two different cams with roughly the same setup is the Speed inc. car, but they changed some other stuff, too. They did see big gains (like .8 sec et) with that new cam, though, and I think it's on like a 120 LSA. I'll post the specs when I get home tonight.

PSJ, I did put the GT-2 cam in. I am not sure how high it pulls, we only had one clean pull up to about 6300 then we started haveing misfire problems - it was still pulling. Hopefully it is just wires! The guys at Speedworks wanted to crank it up until it stopped pulling so I told them I would come back when I had the wires and plugs replaced. It has great street manners but I only have the stock cam to compare too. It breaks the tires loose off the line and again at about 4000 rpm on the street (just from torque), so the midrange isn't hurting too much.

-Geoff

edit: according to the magazine, Speed Inc went from a 236/246 114 to a 226/234 117 gaining five pounds of boost and 26 horsepower. They did, however, mention overlap as the biggest factor in the cam change.

phenyxTA

This is all good stuff, thanks for everyone's input. I've decided on the TR 224/227 p/a cam.

Kwik C5

I'm also going with a FMS cam grind 232/228 .601"/.581" 114l/s. This is going in a 390 with twin big turbo's. What you guys think of this cam? Choppy? mid-range? Shift points? Let me know!

Pro Stock John

iTrader: (34)

Sounds very nice Kwik.

Should have a bit of a lope, sounds like a strong cam that will need to be shifted in the 6800-7000 range?