Edelbrock for old schoolers
Edelbrock for old schoolers Hello LS1 community.
I am considering an LS1 for my old school hotrod. I have been advised to get a 6.0 truck motor as a first choice. I intend to put the Edelbrock carburetor, intake and timing computer kit on the motor.
Most everything I have read on here talks about the more common fuel injection applications, so I thought I would ask a few specific questions of your great community.
First off, I would like to know if anyone has any experience with this edelbrock carburetor set up. Did you find it reliable and well engineered? Any pitfalls or things to be aware of? How did yours perform?
Secondly, I would like to know what you all think of the matched 2215 cam that edelbrock offers for this set up.
The specs are:
Duration at 0.006" Lift: Intake: 300° Exhaust: 300°
Duration at 0.050" Lift: Intake: 220° Exhaust: 224°
Lift at Cam: Intake: 0.300" Exhaust: 0.300"
Lift at Valve: Intake: 0.510" Exhaust: 0.510"
Timing at 0.050" lift: Open Close
Intake: 2° BTDC 38° ABDC
Exhaust: 44° BBDC 4° BTDC
Centerlines: Lobe Separation - 111° Intake Centerline - 108°
I do like the lower .510 lift for longevity and reduced wear and tear.
Thanx for you input.
I am considering an LS1 for my old school hotrod. I have been advised to get a 6.0 truck motor as a first choice. I intend to put the Edelbrock carburetor, intake and timing computer kit on the motor.
Most everything I have read on here talks about the more common fuel injection applications, so I thought I would ask a few specific questions of your great community.
First off, I would like to know if anyone has any experience with this edelbrock carburetor set up. Did you find it reliable and well engineered? Any pitfalls or things to be aware of? How did yours perform?
Secondly, I would like to know what you all think of the matched 2215 cam that edelbrock offers for this set up.
The specs are:
Duration at 0.006" Lift: Intake: 300° Exhaust: 300°
Duration at 0.050" Lift: Intake: 220° Exhaust: 224°
Lift at Cam: Intake: 0.300" Exhaust: 0.300"
Lift at Valve: Intake: 0.510" Exhaust: 0.510"
Timing at 0.050" lift: Open Close
Intake: 2° BTDC 38° ABDC
Exhaust: 44° BBDC 4° BTDC
Centerlines: Lobe Separation - 111° Intake Centerline - 108°
I do like the lower .510 lift for longevity and reduced wear and tear.
Thanx for you input.
it is to my knowledge that the edelbrock box and msd box both come with all the same wiring and timing pills but only the msd box can be tuned with the included software in the kit so that you can program the timing and everything to how you want it. there is some good info in the conversions & hybrid section on carb set ups. check that out
That cam is freakin barely bigger than stock so will be very streetable...tame will be an understatement in a 6.0 haha.
I have no info on the carb stuff for these motors, so sorry cant help you there.
I have no info on the carb stuff for these motors, so sorry cant help you there.
Car Craft did a test on them a while back. They did the whole edelbrock carb intake and heads package with a Comp Cam and it seemed to make really good power with it. The only thing that I see is that you are limited as far as tuning goes to the timing curves that the MSD pills have.
However, I must say, on our street strip carburetor cars, we did not use a fancy advance curve. We would start the car on 10 degrees and set it up so all the timing was in by 3000. So, my old school self would probably never know the difference. LOL
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Like said above you can't adjust the Edelbrock box and the pills have too much timing in them.
I've got a 6010 box on my LS car and I start it with 15* and with the advance it has a total of 31* in by 2000 rpm but I still have to take 3 more degrees out of it
I've got a 6010 box on my LS car and I start it with 15* and with the advance it has a total of 31* in by 2000 rpm but I still have to take 3 more degrees out of it
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Ah. Got it. Do you know if MSD sells the harness, or do I have to get it from edelbrock?
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Verdad Gallardo read my previous post^^^ yes it does come with the harness. msd 6010 box kit includes harness and some pc software for you to tune it. so you will just need to buy the intake manifold seperately.
After looking around at similar cams, it seems this edelbrock 2215 is pretty much the same cam as the GMPP Hot Cam and Thunder Racings TR-220-112 Cam.
GMPP Hot Cam:
218/227 int/exh @ 0.05" duration
0.525" / 0.525" int/exh lift
112 LSA
Edelbrock 2215 Cam:
Duration at 0.050" Lift: Intake: 220° Exhaust: 224°
Lift at Valve: Intake: 0.510" Exhaust: 0.510"
Centerlines: Lobe Separation - 111° Intake Centerline - 108°
Thunder Racing TR 220-112 Cam:
220/220
.551/.551
112 LSA
1500-6500 RPM
I am looking to get a little old school bumpedy cam sound, nice performance boost without killing reliability or drive-ability. I am thinking I don't want to go over .550" lift on this cam. I am supposing this will maximize reliability and longevity.
Can anyone share any personal experience with these cams or opinions on which one you would buy and why?
GMPP Hot Cam:
218/227 int/exh @ 0.05" duration
0.525" / 0.525" int/exh lift
112 LSA
Edelbrock 2215 Cam:
Duration at 0.050" Lift: Intake: 220° Exhaust: 224°
Lift at Valve: Intake: 0.510" Exhaust: 0.510"
Centerlines: Lobe Separation - 111° Intake Centerline - 108°
Thunder Racing TR 220-112 Cam:
220/220
.551/.551
112 LSA
1500-6500 RPM
I am looking to get a little old school bumpedy cam sound, nice performance boost without killing reliability or drive-ability. I am thinking I don't want to go over .550" lift on this cam. I am supposing this will maximize reliability and longevity.
Can anyone share any personal experience with these cams or opinions on which one you would buy and why?
Last edited by speedtigger; May 23, 2010 at 03:29 PM.
With those cubes I think you will definitely end up wanting more cam. There are a couple relatively new lobes out that make good power but are easy on the valvetrain. This would allow you to go a little bigger sacrificing little to no reliability.. Geoff of Engine Power Systems has an impressive lobe out that I may try on my soon to be 402 build>>>>>> http://www.engpwrsys.com/ Also look at Comp Cams LSL lobe which is in their LSR line of cams..... I feel like these lobes may be like having your cake and eating it too...
BTW I have been running a fairly agressive XFI/X-ER Comp lobed cam for the past 30K with no issues whatsoever. It is a 230/234 in a 346 with nice DD manners. Point being I think you may be able to go a little more agressive than you think and still meet your reliability and drivability goals......
Also, regardless of the lobes you use I would have somebody spec a cam to match the intake you use. The shelf catalog grinds are matched to the plastic intakes most use on these motors.....
A good read >>>>> http://www.engpwrsys.com/tech-notes/cam-design.html
BTW I have been running a fairly agressive XFI/X-ER Comp lobed cam for the past 30K with no issues whatsoever. It is a 230/234 in a 346 with nice DD manners. Point being I think you may be able to go a little more agressive than you think and still meet your reliability and drivability goals......
Also, regardless of the lobes you use I would have somebody spec a cam to match the intake you use. The shelf catalog grinds are matched to the plastic intakes most use on these motors.....
A good read >>>>> http://www.engpwrsys.com/tech-notes/cam-design.html
Last edited by SOMbitch; May 23, 2010 at 04:16 PM.
With those cubes I think you will definitely end up wanting more cam. There are a couple relatively new lobes out that make good power but are easy on the valvetrain. This would allow you to go a little bigger sacrificing little to no reliability.. Geoff of Engine Power Systems has an impressive lobe out that I may try on my soon to be 402 build>>>>>> http://www.engpwrsys.com/ Also look at Comp Cams LSL lobe which is in their LSR line of cams..... I feel like these lobes may be like having your cake and eating it too...
BTW I have been running a fairly agressive XFI/X-ER Comp lobed cam for the past 30K with no issues whatsoever. It is a 230/234 in a 346 with nice DD manners. Point being I think you may be able to go a little more agressive than you think and still meet your reliability and drivability goals......
Also, regardless of the lobes you use I would have somebody spec a cam to match the intake you use. The shelf catalog grinds are matched to the plastic intakes most use on these motors.....
A good read >>>>> http://www.engpwrsys.com/tech-notes/cam-design.html
BTW I have been running a fairly agressive XFI/X-ER Comp lobed cam for the past 30K with no issues whatsoever. It is a 230/234 in a 346 with nice DD manners. Point being I think you may be able to go a little more agressive than you think and still meet your reliability and drivability goals......
Also, regardless of the lobes you use I would have somebody spec a cam to match the intake you use. The shelf catalog grinds are matched to the plastic intakes most use on these motors.....
A good read >>>>> http://www.engpwrsys.com/tech-notes/cam-design.html
Normally I would go straight to a cam with about 230 deg at .050 for a "hot rod" cam. But, I really don't want too "sloppy" of a converter. So, here I am on the tightrope between getting the bumpedy cam sound I want and a profile that won't be a pig with a tight converter. All the racers will say just get a looser converter but that is not my game. That is why I am looking at the milder cams.
The link to the cams you supplied all have really aggressive lifts of .600 or more. Not really what I am looking for.
From a specifications standpoint, all three of the above cams are about the same. I just don't know what the intake center line is on the Hot Cam and the TR 220 Cam. Anyone know the answer to that?
We road raced a V8 StockCar series GTA car with Schwanke Racing Engines LS1, stock compression, ASA hot cam, GMPP manifold, 80541 hp Holley 650, Howe Racing Headers,MSD 6010. Made high 400's on dyno. car won races, set track
recorda in very competitive environment. So strong that many GT-1 cars
had trouble getting by this thing at Sebring and daytona.
recorda in very competitive environment. So strong that many GT-1 cars
had trouble getting by this thing at Sebring and daytona.
Interesting to hear you chose the 650 cfm. I was wondering if these motors tended to prefer relatively larger or smaller carbs compared to old Chevy small blocks.
My original plan was to just buy the Edelbrock carbureter conversion kit. For this Performer RPM kit, they have a matched cam (2215) package. It all seemed simple enough until some members here enlightened me to the shortcomings of the MSD box that Edelbrock supplies with the kit. So, since I will be buying individual pieces, I thought I better research and consider each piece.
Normally I would go straight to a cam with about 230 deg at .050 for a "hot rod" cam. But, I really don't want too "sloppy" of a converter. So, here I am on the tightrope between getting the bumpedy cam sound I want and a profile that won't be a pig with a tight converter. All the racers will say just get a looser converter but that is not my game. That is why I am looking at the milder cams.
The link to the cams you supplied all have really aggressive lifts of .600 or more. Not really what I am looking for.
From a specifications standpoint, all three of the above cams are about the same. I just don't know what the intake center line is on the Hot Cam and the TR 220 Cam. Anyone know the answer to that?
Normally I would go straight to a cam with about 230 deg at .050 for a "hot rod" cam. But, I really don't want too "sloppy" of a converter. So, here I am on the tightrope between getting the bumpedy cam sound I want and a profile that won't be a pig with a tight converter. All the racers will say just get a looser converter but that is not my game. That is why I am looking at the milder cams.
The link to the cams you supplied all have really aggressive lifts of .600 or more. Not really what I am looking for.
From a specifications standpoint, all three of the above cams are about the same. I just don't know what the intake center line is on the Hot Cam and the TR 220 Cam. Anyone know the answer to that?
The TR220 ICL will be however you order it so if you order 111+2 it will be 109.
The hotcam is on a 112 LSA but IDK how much advance is ground in so I can't tell you.
BTW you can go up to a 224 and run ok with little to no convertor with your cubes. I run a Yank SS3600 and it is very tolerable for DD as it is tight for it's size. I think you should call Geoff at EPS and talk to an expert who lives and breathes this stuff. I just don't want you to limit the potential of the motor because of unecessary concerns. On the other hand maybe I just don't quite understand your expectations of the motor.
Whatever you choose I hope you are satisfied with your setup... GOOD LUCK
