Texas Speed 220R Engine Dyno Data!!
Texas Speed 220R Engine Dyno Data!! Here's a good comparison for you guys showing the 220R camshaft on a 112 next to the stock LS1 camshaft.
The engine is a Stock LS1 with 853 castings, LS6 intake, LS6 MAF & Long Tubes. We tried to start the run pretty early to get you guys a good idea of what these camshafts do at low rpm.
This before & after is the result of testing several different advance configurations. Unfortunately I cannot disclose what advance the camshaft is at, but I think you guys will find it works pretty well for a cam that idles very very smooth!!
The engine is a Stock LS1 with 853 castings, LS6 intake, LS6 MAF & Long Tubes. We tried to start the run pretty early to get you guys a good idea of what these camshafts do at low rpm.
This before & after is the result of testing several different advance configurations. Unfortunately I cannot disclose what advance the camshaft is at, but I think you guys will find it works pretty well for a cam that idles very very smooth!!
I would tend to agree. By advancing the cam, you would have picked up nicely in the low and mid-range, but sacrificed the top-end power. For guys who want to shift at 6400 rpm, this may be a sound move.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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TSP tell me do you guys only look at peak numbers? You kill all the low end power by retarding the cam. I am sure people who buy a 220 cam are looking for torque not peak hp. I want to see you guys test something with a 107-108 ICL with an IVC around 39-40. How do you gain 0 torque at 4000 rpm?
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You're assuming whatever ICL this test was at, and we haven't stated where it was for any of these tests. You're looking at that one dip in the curve (which every aftermarket camshaft we've tested of ours and competitors has had) and complaining about the numbers there without looking at the rest objectively. The test is even or better on torque from 2000rpm (most shops can't test that low in the powerband accurately if at all) all the way to redline!
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Verdad Gallardo I would say it is installed straight up or -1 degree retarded. Sorry I just understand a little bit about camshafts and I know that an IVC of 42-43 is going to peak around where you have yours setup. I don't want to hijack the thread but my setup does not have a dip in the powerband at 4000 rpm.
I would say it is installed straight up or -1 degree retarded. Sorry I just understand a little bit about camshafts and I know that an IVC of 42-43 is going to peak around where you have yours setup. I don't want to hijack the thread but my setup does not have a dip in the powerband at 4000 rpm.
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Can you pm me what the ICL is on the cam? I don't spec cams, I'm not a competitor its just for my own knowledge. I will say that on a dynojet most cams with a 42-43 IVC peak where this one does. I suppose the engine dyno is a whole new game. I think the testing is great actually and I am far from ******* you guys. As much as I'd love to see how my cam compares the car is my daily driver and I have no time to pull the cam. I will say my Bre 224 cam specs are not even close to any of the 224 cams you guys have tested though.
Can you show me what the timing and AFR curve look like? Are you sure there is no knock retard going on around 4000rpm?
Can you show me what the timing and AFR curve look like? Are you sure there is no knock retard going on around 4000rpm?
We're still not giving ICL's or exact VE's, but I'll tell you it's got some advance in the graph posted above. This is the beauty of having this dyno....we don't have to guess, we can test it with whatever ICL we want (and we are testing many)!
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I didn't expect it would take long before hardcore guys would jump in dyno threads & have opinions. ICL on this specific camshaft was 108 ICL with 38 IVC if memory serves me correctly.
We actually have data on all the cams we've tested from 1 degree advanced to 5 degrees advanced. Unfortunately I will not share all that data because the reason I spent the money on the dyno is to help our camshafts.
Now you guys see why we spent the money to build this dyno cell. Anybody can guess how a camshaft would react to different changes, the difference is we have actual data that we can use to help our customers pick a camshaft that best fits they're application.
We actually have data on all the cams we've tested from 1 degree advanced to 5 degrees advanced. Unfortunately I will not share all that data because the reason I spent the money on the dyno is to help our camshafts.
Now you guys see why we spent the money to build this dyno cell. Anybody can guess how a camshaft would react to different changes, the difference is we have actual data that we can use to help our customers pick a camshaft that best fits they're application.
TSP tell me do you guys only look at peak numbers? You kill all the low end power by retarding the cam. I am sure people who buy a 220 cam are looking for torque not peak hp. I want to see you guys test something with a 107-108 ICL with an IVC around 39-40. How do you gain 0 torque at 4000 rpm?
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Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
__________________
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RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
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Ah there you go trying to turn this into a hardcore vs tech issue... I post on both websites and I am only looking at this for my own knowledge. Just because I am the type of person who likes to learn about things I ask alot of questions. As far as I remember everyone is entitled to their own opinion right or wrong. My knowledge only benefits myself so titling me as something I am not is pretty judgemental and naive. There is great info on both sites and I do not label you as something you are not because I do not even know you.
I apologize if I took it wrong, but sometimes the shoe fits....
I welcome you to shoot over ideas, I'd be happy to try different things while we're at it. That's exactly the reason I test our camshafts along with competitors camshafts. While some people sit behind a computer talking theory we're sitting here testing & developing.
My door is always open, if someone thinks they have something better, I always welcome them to bring it & prove it. That's the beautiful thing about being the guys with the dyno, we can do all the testing everyone else has to speculate on...
I welcome you to shoot over ideas, I'd be happy to try different things while we're at it. That's exactly the reason I test our camshafts along with competitors camshafts. While some people sit behind a computer talking theory we're sitting here testing & developing.
My door is always open, if someone thinks they have something better, I always welcome them to bring it & prove it. That's the beautiful thing about being the guys with the dyno, we can do all the testing everyone else has to speculate on...
__________________
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
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Joined: Jun 2002
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From: Upstate NY
Your guess is wrong. Even the stock camshaft has that dip as shown in the graph....yours would too if tested. If you have another driver and are willing to do the labor to see how yours stacks up, let me know and I'll pay the freight both ways to get the cam here and tested. I say this only because we've tested camshafts from most all the experts out there (checked one of Ed's most popular but still looking for one of Bret's grinds, but there aren't enough of them floating around for me to get my hands on) and have seen this on their grinds too!
