Longtubes with catts. Gmmg Catback. Ported stock TB (Bo White), Stock MAF (screened), LS6 Intake (stock). Stock Injectors.

No pulley, No Fast. My goal with NA was to do it by all airflow mods. Fast was out of my budget (sorry).

I learned how to do my own tuning. Idle is at 700-800 Rpm. No bucking, surging, etc.

Luckily I live outside of the current Colorado Emissions Testing Zone. But, I understand your dilemma.

And to the OP, sorry if we are hijacking your thread. Just trying to help out the other LS1tech Member.

..WeathermanShawn..

I had to look at the date on this post. This is the subject that started a lot of arguments back in 2001. :nod:

Yes, this would be close, not at peak but serious undercurve. Maybe 10rwhp less at peak.

219/223 .607, .610 112+0 LSA
-3 * Overlap will pass with "lean" tune.

I certainly do not want to restart the small cam argument over again. Just think it might be good reading if you are up for the research.

It tells you that since 2001 the quest for the perfect cam under the curve still continues.

Good luck to all..

..WeathermanShawn..

I passed the sniffer test with no problem...not even close.

the problem is, well not a problem but if the cam peaks at 6200 your not going to shift there, i peak at 6350 and shift at 6500, so a 6200 peak might be a 6400 shift point.

I've ran across this thread and was glad to see that Predator-Z told me to go with the same 218/224 cam with a mild set of 241 heads. But i think its true that the stock 243's with this cam can get you deep enough in the 11's and have excellent street manners. So it makes me always wonder, other than bragging rights, why go with a 230+ cam just for a few tenths when running a full weight car? I said it before my full weight WS6 A4 only had a 216/220 low lift cam with mild 241 heads and ran a best of 11.78 @ 116+ mph on stock 3.23's. And i either beat or kept up with guys on the track with 228 cams with 300+ cfm heads and mine only flowed 260-265 cfm tops. And on the street it was a blast. I still don't think a stock cube LS1 needs or even uses all 300 cfm unless you are revving it past 6,800 rpm. And it only shows up in your MPH not so much in your ET's unless you got weight reduction and it geared to death. Just look back 10 years ago guys were running mid 11's or quicker with 222 or 224 cams on heads that didn't flow close to 300 cfm, plus they peaked earlier with nice low end and mid range TQ and they didn;t have to rev it to 7K or more. Just interesting. 300cfm would be more at home with 370 or bigger cid motors since they'll use or need that 300 cfm. Even cam only cars were way in the 11's not even 10 years ago with smaller cam and unported 241 castings and without 1 7/8" headers...they did it on MAC headers. I'll take small head/small cam with the proper header size and go deep in the 11's and still have a car that doesn't surge or has to be geared to the moon. Just my opinion.

get a comp cam in the lsr line they have done all the home work for you

Why do a cam at all to only gain a few tenths? That extra couple hundredths of a second is more important to others. I think at least though a 228/232 0.600/.600 is the biggest I would ever put in an LS1. Would make excellent power andStill wouldn't trade up any bottom end for peak numbers, any bigger and drivability and idle quality start going out the door.

I agree to a certain extent. In a A4 bigger cams surge if you let off the
gas to quick or cut the wheel to hard even with the best tuning. You're still
going to get alittle surge. Thats the nature of the beast. It's just what you can except. I personally hate surging for a difference of 6 to 8 rwhp. In 6 speed cars the bigger cams tune nicer and don't surge nearly as much and at 900 rpm you can almost get rid of most of the surge on a 228 cam. But if i'm going over 220 degrees in an A4 i'm gonna bite the bullet and go with the biggest i can get without having to fly cut. But i dynoed 407rwhp and 395 rwtq in a A4 with my Vig.3600 with the 216/220 cam. And after my installed a TR224 114lsa cam i only made 6 rwhp and it stalled went backing up and surged at stop lights since LS1-Edit just came out or my only other option was Ed Wright. I got so sick of the car i went back to the 216/220 cam and ran similar times but with no stall or surge. So the driveability in a new WS6 was more important and a few HP. It all comes down to what you can except as far as driveability and i didn;t want the idle issues, unless there was a 20 rwhp difference...lol. Plus a few tenths is nothing to sneeze at. I wasn't talking about my car i was talking about guys running 230+ cams. i had buddies that ran the 228 cam and didn't gain that much over the 224 cams.

Those are pretty good numbers for a 216 cam with ported 241s. Only 13rwhp shy of my TR224 with ported 243s.

Like the MS4 (239/242 .649"/.610" 111) usually gives around 415-420rwhp and a custom spec'd 228/232 .600/.600 112-113 could give 405-410rwhp. I don't see that additional 10 degrees of duration and additional lift being worth only 10rwhp for a daily driver at all.

And with that low/mid range I don't see the MS4 winning either.

great numbers for that small of a cam.I like the LSr truck cam,215/223,112lsa+5.good torque cam.