So its time, what cam for 215 TFS heads...track car
12-23-2009, 06:14 PM
#1
So its time, what cam for 215 TFS heads...track car I kind of already have my mind made up but i would like to here others opinion to why i should choose a certain cam over another...
So the setup is going to be 59cc TFS 215, with a 0.040 gasket, 3/8" 3 piece pushrods, YT roller rockers, and flycut what is needed...should be right around 11.5:1 CR...
What cams work the best well with these heads, high top end screamers (polluter) or more mid range to top end like a 236/240 streetsweeper...this is 90% track car...
List what cam and why...
So the setup is going to be 59cc TFS 215, with a 0.040 gasket, 3/8" 3 piece pushrods, YT roller rockers, and flycut what is needed...should be right around 11.5:1 CR...
What cams work the best well with these heads, high top end screamers (polluter) or more mid range to top end like a 236/240 streetsweeper...this is 90% track car...
List what cam and why...
12-24-2009, 07:29 AM
#5
i'd look at a 236/240 streetsweeper range. i don't think your cam choice will make a ton of difference when you're talking those heads and 240* duration. i think the differences between off the shelf and custom would be small.
why the yt rockers?
any plans on going with a bigger stall?
why the yt rockers?
any plans on going with a bigger stall?
12-24-2009, 09:16 AM
#7
i'd look at a 236/240 streetsweeper range. i don't think your cam choice will make a ton of difference when you're talking those heads and 240* duration. i think the differences between off the shelf and custom would be small.
why the yt rockers?
any plans on going with a bigger stall?
why the yt rockers?
any plans on going with a bigger stall?
why street sweeper over say a 242/246 cam? seem like there will be some hp left on the table?
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12-24-2009, 09:19 AM
#8
i want 10.teens at around 130-131mph with amazing air being an A4...
that cam is not what i am looking for considering it is smaller than the one i have now 230/230
12-24-2009, 10:05 AM
#13
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I was going to say either the TREX or G5X4 but couldn't remember if it was the X4 or X3 haha. Nothing wrong with proven cams if you ask me. Everyone going custom cams now a days and most 500 rwhp cars i've seen were built for dyno not track. Goodluck though that was just my .02, btw always loved your builds and track numbers, they give inspiration haha.
12-24-2009, 10:34 AM
#14
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Well chris looks like Everyone is still being real hush... hush...
And We are not just looking to make the dyno queen#'s We are at the track almost every weekend in the summer with his car or mine. We are both looking into the best cam and heads for are cars.
I say G5x4 or polluter and the polluter cuz i have not heard anything about it in a track H/C/I car so it's a under dog haha till proven......
And We are not just looking to make the dyno queen#'s We are at the track almost every weekend in the summer with his car or mine. We are both looking into the best cam and heads for are cars.
I say G5x4 or polluter and the polluter cuz i have not heard anything about it in a track H/C/I car so it's a under dog haha till proven......
12-24-2009, 11:18 AM
#16
The Trick Flow 215s are pretty easy to cam because they don't have stupid flow right off the seat (like L92 heads) so you can throw lots of overlap at it or a little...either way, the heads will perform. Since this is going to be a track car, you will be turning more rpm than the typical street setup. A larger split between intake and exhaust duration (when done properly), can give you a broader power curve at higher rpm.
A reverse split cam is definitely NOT what you want to do with a track car turning higher rpm. But like I said, the TFS 215s are a very forgiving head. You could put a 240/236 or a 236/240 and not see a dramatic difference in performance. But since you're after the maximum power under the curve, you might as well do it right. Personally, for this setup, I'd try to keep the intake valve closing point between 46-47 degrees ABDC at .050", an exhaust valve opening between 56-59 degrees BBDC at .050", keep the overlap between 15-21 degrees at .050" plus get a rpm-friendly high lift lobe (like the newer LSL lobes from Comp).
Here's a range where you can't go wrong:
235/243 .624/.624 112LSA +3 (15 degrees of overlap)
239/243 .624/.624 111LSA +4 (19 degrees of overlap)
239/247 .624/.624 111LSA +4 (21 degrees of overlap)
Either find a shelf cam in these ranges or build your own custom. Get it somewhere close to the above cams and you'll go plenty fast.
A reverse split cam is definitely NOT what you want to do with a track car turning higher rpm. But like I said, the TFS 215s are a very forgiving head. You could put a 240/236 or a 236/240 and not see a dramatic difference in performance. But since you're after the maximum power under the curve, you might as well do it right. Personally, for this setup, I'd try to keep the intake valve closing point between 46-47 degrees ABDC at .050", an exhaust valve opening between 56-59 degrees BBDC at .050", keep the overlap between 15-21 degrees at .050" plus get a rpm-friendly high lift lobe (like the newer LSL lobes from Comp).
Here's a range where you can't go wrong:
235/243 .624/.624 112LSA +3 (15 degrees of overlap)
239/243 .624/.624 111LSA +4 (19 degrees of overlap)
239/247 .624/.624 111LSA +4 (21 degrees of overlap)
Either find a shelf cam in these ranges or build your own custom. Get it somewhere close to the above cams and you'll go plenty fast.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
12-24-2009, 02:25 PM
#18
The Trick Flow 215s are pretty easy to cam because they don't have stupid flow right off the seat (like L92 heads) so you can throw lots of overlap at it or a little...either way, the heads will perform. Since this is going to be a track car, you will be turning more rpm than the typical street setup. A larger split between intake and exhaust duration (when done properly), can give you a broader power curve at higher rpm.
A reverse split cam is definitely NOT what you want to do with a track car turning higher rpm. But like I said, the TFS 215s are a very forgiving head. You could put a 240/236 or a 236/240 and not see a dramatic difference in performance. But since you're after the maximum power under the curve, you might as well do it right. Personally, for this setup, I'd try to keep the intake valve closing point between 46-47 degrees ABDC at .050", an exhaust valve opening between 56-59 degrees BBDC at .050", keep the overlap between 15-21 degrees at .050" plus get a rpm-friendly high lift lobe (like the newer LSL lobes from Comp).
Here's a range where you can't go wrong:
235/243 .624/.624 112LSA +3 (15 degrees of overlap)
239/243 .624/.624 111LSA +4 (19 degrees of overlap)
239/247 .624/.624 111LSA +4 (21 degrees of overlap)
Either find a shelf cam in these ranges or build your own custom. Get it somewhere close to the above cams and you'll go plenty fast.
A reverse split cam is definitely NOT what you want to do with a track car turning higher rpm. But like I said, the TFS 215s are a very forgiving head. You could put a 240/236 or a 236/240 and not see a dramatic difference in performance. But since you're after the maximum power under the curve, you might as well do it right. Personally, for this setup, I'd try to keep the intake valve closing point between 46-47 degrees ABDC at .050", an exhaust valve opening between 56-59 degrees BBDC at .050", keep the overlap between 15-21 degrees at .050" plus get a rpm-friendly high lift lobe (like the newer LSL lobes from Comp).
Here's a range where you can't go wrong:
235/243 .624/.624 112LSA +3 (15 degrees of overlap)
239/243 .624/.624 111LSA +4 (19 degrees of overlap)
239/247 .624/.624 111LSA +4 (21 degrees of overlap)
Either find a shelf cam in these ranges or build your own custom. Get it somewhere close to the above cams and you'll go plenty fast.
also with the three cams listed will the largest overlap give the most power, also will be the hardest to tune too correct?
what happens if the IVC point is higher than 46-47*...what does that do in theory?
just wondering why you picked those points and what it does when you go to either side of them...thanks a ton
Last edited by chrs1313; 12-24-2009 at 02:40 PM.
12-24-2009, 02:51 PM
#20
you'll get the most power out of a good combo, not just the largest cam. not to mention you have a ... 4k stall i think? i'd like to think that would limit your cam choices to something sub 240* if you wish to maintain the 60 and 330. neither of the 240/244 cams, vindicator, polluter, or x4 for that matter, seem to impress me. it is the slightly smaller cams that perform as well or better than the humongoid cams. if you're wanting a nasty *** cam, call joe from 6speedinc and ask him to get the 244/250 cam he had in his car when it was cam only. i'd guess you'll be wanting a 4500+ stall at that point, though.
also, consider the extra valvetrain weight with the yt rockers vs worked over stockers. if you're going to be shifting 7200+ the added weight is not your friend.
also, consider the extra valvetrain weight with the yt rockers vs worked over stockers. if you're going to be shifting 7200+ the added weight is not your friend.