Tally TransAm

iTrader: (17)

ive been seriously contemplating swapping out my 224/581/112 XER cam for something larger and different

my motor has 75k on it so i dont want to spin it up to high (shift now at 6400-6500 with a 6600 limiter). it is also a street car (daily driver) that sees track duty maybe every 2-3 months

this cam will be matched with patriot stage II 5.3's milled .015 and full boltons (macs).

i was thinking something along the lines of:
229-231 intake duration
233-235 exhuast duration
580's lifts

on a 110 LSA straight up

my biggest question is would this fit without flycutting? if not how much smaller would i have to make it? also would the 110 lsa bring the powerband down enough to keep the shiftpoints at around 6400-6500?

any guys running 109-110 lsa cams, i would love opinions on how and why you chose it, cam specs, power ranges, and if it fit without flycutting

thanks

HOTROD98Z

iTrader: (1)

That cam sure wound sound mean. I would think that you would be fine shifting in that area. I too would like to see opinions on this as i would love to run a cam on a 110lsa.

Tally TransAm

iTrader: (17)

ttttt

Inspector12

iTrader: (29)

BYBYC5 has a MMS cam on a 570 lift on a 110 he loves it I had this idea a while back and talked to a couple of people, but I just haven't decided what I was doing S/C or Heads/Cam. So he emailed me his dyno sheets I was impressed not the biggest numbers i've seen but had a ton of low end torque and did not have to spin it very high. Also he had stock heads.

blazinredls1

There was a huge cam discussion on this awhile back , alot of info containing lSA and having no advance in it and such. Good read, diffently a couple of hours of reading in there, but not a whole alot of evidence to support the theories that were going on. I myself want a smaller reverse split on a 111 straight up, but havent got around to it. I want wicked power, good low end, and top end, and shifting around 6400 on mild stage 1 heads!

GrannySShifting

iTrader: (10)

Weve put together about a dozen cars now with 111 or less LSA, mostly daily driven autos. Durations from 224-244 in stock cube cars

Not whether they are better or worse but whether they suit the application.

98SS Blackattack

I dont know in real life, but in theory it would have higher hp in lower rpms than 112 and 114 lsa's. I have always liked the sound of dropping peak HP levels closer to peak TQ rpms yet still flat lineing that level to 6500rpm's. It would shine on the street but on the strip i have no idea. Just a thought

jrp

iTrader: (16)

Lower LSA = narrower, higher RPM powerband

Higher LSA = wider, lower RPM powerband

i'd personally stick with a 112lsa on a daily driver. the 110 lope is ****** awesome though .

Gage

i will disagree on that one, a low LSA (110) wil peak lower in the RPM range and provide a narrow power band.. ie. a 224 110lsa will peak around 59-6200 but will fall off rapidly. imo, a cam like that would not be verry good on the track but with a 'verter it wouuld kick much *** on the street,,,,

jrp

iTrader: (16)

where do you see the 111lsa peak lower then the 114's

this is jasons graph btw

Gage

i beleive thats a tr230/224 am i correct? take a 224 114/112/110 and change nothing but the LSA and the HP will peak lower(rpm) and fall faster. ive had all the tr224s (114 and 112) and also a 224/110 and they all make "about" the same power but it comes on sooner(110).
yes the tr230 makes about the same low end as a 224 112 but much more has changed then just the lsa on that cam ( i had a tr230 as well)

bigeller

iTrader: (2)

RyanJ

the narrower lsa will push the peak rpm up, but since we grind advance into the cam, it puts the rpm back down. so a 110 on a 106 will peak lower than a 110 on a 110.

Gage

that is correct, but i was stating that a cam with nothing changed but lsa will result in the lower (tighter) lsa will peak sooner ie: 224 110 will peak sooner than a 224 114... even with the advance ground in , assuming nothing eles changes.......
now the original Queston was the benifit..well a 224 110 is very streetable and is a TQ monster IMO the reason for the the diffrent LSAs on these cam is to put your hp/tq in a certain rmp that you want it to be at. Dont get wraped up on where a cam peaks, but you decide where you want to use your power (on the street.track) and design your set up around that, i chose( after 7 diffrent cam) the 224/110 cuz it pulls hard and put my power where i want it and my 'verter loves it , its a street car and i would prolly not fair that great compared to a G5X9 or TR280 or any other super cam at the track but on the street its a diffrent ball game. ive seen cars set up for the 11.0 run at the track not do so great on the street and visa versa, do some more reasearch. and dont be like so many and let the specs of somthing scare ya away...

J-Rod

Before I write another 70 page essay, I recommend reading some of the discussion on this in a couple of past threads.

The main point is don't get hung up on LSA. LSA should be a byproduct of picking out the best valve events. I.E. if it is best to open at x degrees and closing at y degrees you get z for your LSA. If you keep the same valve events and increase your lobe size, your LSA gets smaller.

Get past the LSA and start looking for good VE's...

93PONY

Yeah....what he said.

Tally TransAm

iTrader: (17)

im pretty new to valve events and what not so ill have to ready those cam discussion posts and get me edjumacated

basically i was looking at tsp's 231/237, or considering something along the lines of 229/233 on a 110 LSA straightup. just wondering which would perform better on a street car with occasional track duty.

ill keep researching, cant ever learn too much anyways

Ed Curtis

Jarrod,

I guess our camshaft design discussions didn't fall on deal ears!

There are also some other things to consider when the camshaft "specs" are being discussed....

Looking at all the posts in most threads, the only duration specs being called out are the .050" figures. There's a whole hell of a lot of figures being left out of the mix. With tons of lobe designs available, all with various types of ramp speeds, a cam designer has to be more attuned to "all" of the timing event rather than just the "popular" figures. As we spoke about before, I've done quite a few with what's considered "narrow" LSA'a with great success but that certain "number" is not the only reason... They were part of a properly designed package of parts.

Suffice to say... read the "Cam Novel" and get a grasp of the science and theories used. Then you'll see why it's really best to have a designer spec the "perfect" cam. It' the only way to get the extra power needed to stay ahead of the competition!

Ed