Good low and mid torque cam for LS1
10-03-2010, 05:47 PM
#41
If you're worried about smell keep your cats, cam has 2 degrees of overlap. As far as flow numbers those are flowed on a 4.160" bore and our engines are 3.898" so flow will be less. I'd be curious on how much material was removed, you will also need to upgrade valve springs. I would have them milled down to 62 cc or so for 11:1 compression, this will only cost $50 at an automotive machine shop. I wonder what lobes those are? I'd install the cam on a 108 intake centerline, atleast you got it cheap. The cam will work, even the stock cam works but I wouldn't call it great.
10-04-2010, 09:51 AM
#42
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If you're worried about smell keep your cats, cam has 2 degrees of overlap. As far as flow numbers those are flowed on a 4.160" bore and our engines are 3.898" so flow will be less. I'd be curious on how much material was removed, you will also need to upgrade valve springs. I would have them milled down to 62 cc or so for 11:1 compression, this will only cost $50 at an automotive machine shop. I wonder what lobes those are? I'd install the cam on a 108 intake centerline, atleast you got it cheap. The cam will work, even the stock cam works but I wouldn't call it great.
. And I know that tuning will make a big difference also on smell factor. I did buy the heads but the cam deal is still open. I just think that it would be soooo close to what I am looking for. And a cheap one. I would take TR 224/114 anyday but trying to keep everything in tight budget. I know that it is not wise to save on cam, but this one is so tempting. Waiting info about the ramps. As for the heads, they are basically just hand cleaned from burrs and so on. Assembled with the stock ls2 valves which are new. I will be happy with them. Milling is a good idea. Will consider that.
10-11-2010, 11:55 AM
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I bought this one. Today went to dyno for a baseline. Numbers came out are as follows:
351,4 hp @ 5692 rpm / 485 nm @ 4101 rpm. That is engine hp, not rwhp.
Next time it will be with ported LS6 heads and above mentioned cam.
351,4 hp @ 5692 rpm / 485 nm @ 4101 rpm. That is engine hp, not rwhp.
Next time it will be with ported LS6 heads and above mentioned cam.
10-11-2010, 12:31 PM
#44
There is a lot more to a cam than just LSA. If you are soley focused on LSA I'd have someone who knows what they are doing spec you a cam. Blowing soot out the back is tune related and your mufflers will determine the amout of attention your car receives. My friends LS1 GTO I tuned has a 242-248 110 LSA (Trex) and it does not blow soot or attract a ton of attention. Honestly with his exhaust you'd have no idea what cam he's running.
You pick a cam based off of the rpm range of your power and driveability. A high LSA (116) is going to create a late IVC event (intake valve closing) which will lack low end torque with a lower dynamic compression ratio. It will also create peak power at a higher rpm. The key for low end torque is an early IVC that matches your dynamic compression ratio, with that being said I'm running 8.8 DCR with 11:1 static compression, very responisve throttle at any rpm and runs great on pump gas. It's all about maximizing your efficiency.
You pick a cam based off of the rpm range of your power and driveability. A high LSA (116) is going to create a late IVC event (intake valve closing) which will lack low end torque with a lower dynamic compression ratio. It will also create peak power at a higher rpm. The key for low end torque is an early IVC that matches your dynamic compression ratio, with that being said I'm running 8.8 DCR with 11:1 static compression, very responisve throttle at any rpm and runs great on pump gas. It's all about maximizing your efficiency.
11-21-2010, 02:04 PM
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Heads arrived up here on friday. I think they are just great for the money I spent.
Not much as I suspected. But the work looks outstanding.
Valves are new too
Still waiting for the cam. Should arrive next week or so. I am getting these parts shipped by sea, so that is it takes awhile.
Driving season is over and the first snow came down last monday. Now I have time till end of march to get it ready. So do not expect any dyno numbers in near future
Not much as I suspected. But the work looks outstanding.
Valves are new too
Still waiting for the cam. Should arrive next week or so. I am getting these parts shipped by sea, so that is it takes awhile.
Driving season is over and the first snow came down last monday. Now I have time till end of march to get it ready. So do not expect any dyno numbers in near future
11-21-2010, 03:35 PM
#48
do a valve seat leak test.point the intake ports up and fill with fluid and see if they leak any,do the same with the exhaust.nice car collection.what springs did you get for the new cam?
11-22-2010, 02:08 AM
#49
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About the collection, unfortunately I can afford just one at time. Maybe I should just call them former rides. Thanks for your comment.
10-27-2011, 09:29 AM
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412,6 hp @ 5843 rpm / 528,5 nm @ 5063 rpm. I was quite impressed
Next time it will be with custom tune. Interesting to see what you get more with upgraded "software".
10-28-2011, 12:35 AM
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Duration 226.7/226.8, Lift .577/.577 on a 112 LSA
Low and mid range power dropped, but should be corrected with the tune. Runnig a bit lean from 2000 rpm on.
Last edited by Lucky#13; 10-28-2011 at 02:37 AM.
11-27-2011, 05:02 AM
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12-09-2011, 07:49 AM
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External mods include ported TB and mid length headers. Nothing special.
06-11-2012, 07:39 PM
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There is a lot more to a cam than just LSA. If you are soley focused on LSA I'd have someone who knows what they are doing spec you a cam. Blowing soot out the back is tune related and your mufflers will determine the amout of attention your car receives. My friends LS1 GTO I tuned has a 242-248 110 LSA (Trex) and it does not blow soot or attract a ton of attention. Honestly with his exhaust you'd have no idea what cam he's running.
You pick a cam based off of the rpm range of your power and driveability. A high LSA (116) is going to create a late IVC event (intake valve closing) which will lack low end torque with a lower dynamic compression ratio. It will also create peak power at a higher rpm. The key for low end torque is an early IVC that matches your dynamic compression ratio, with that being said I'm running 8.8 DCR with 11:1 static compression, very responisve throttle at any rpm and runs great on pump gas. It's all about maximizing your efficiency.
You pick a cam based off of the rpm range of your power and driveability. A high LSA (116) is going to create a late IVC event (intake valve closing) which will lack low end torque with a lower dynamic compression ratio. It will also create peak power at a higher rpm. The key for low end torque is an early IVC that matches your dynamic compression ratio, with that being said I'm running 8.8 DCR with 11:1 static compression, very responisve throttle at any rpm and runs great on pump gas. It's all about maximizing your efficiency.
Is it possible to run a 102 LSA cam? A buddy of mine just had a custom cam ground at 102 LSA for his 400sbc, he wanted as much power as possible down low. would it work for a 346ls1?
06-12-2012, 01:22 AM
#59
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Heck no.... unless you would have micro durations. It was explained above in the thread. LSA IS A BYPRODUCT OF VALVE EVENTS. And LS motors are nothing like SBC etc.......
06-12-2012, 01:44 AM
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Being still quite a newbie with LS engine I wanted to make this thread. I have read a tons of posts regarding choosing a cam. Most of them would point me to choosing a "big cam" to get power. I am sure that is true and there is nothing wrong with that. But I would like to have a different approach. I am looking for good low/mid range torque cam. I want to have good usable power under the curve. Talking about good torque from idle to 5500 rpm. I am not really interested peak at powers between 6000-6800. Sure I will rev past 6k rpm sometimes but I dont spend my time above 5500 too often. Maybe 1% of time.
I have stock -01 LS1 with OEM 241 heads. M6 tranny and rearend has 3,55 gears. Headers and ported TB are used. No emission stuff on my engine because it is a swap to -68 Camaro. Curb weight around 3300 lbs.
I have found few to consider.
226/226 .591 on a 112LSA
224/220, .581/.581 116+0
TR 224-112" - 224/224 .563/.563 112 LSA
TR 224-114" - 224/224 .563/.563 114 LSA
To make things even challenging there are 2 other major factors that narrow the choice.
1. I donīt want to have a "smelly" cam like GM ASA
- I am still in a process of understanding the overlap and LSA which I belive make a difference with the "smelly" factor. So no unburnt fuel on my headers, please.
2. Budget.
- I am on a tight one, so the first two cams are out (being custom grinds, I think)
Also I would prefer to keep the lift under .570/.570 if possible. Making life easier to valvetrain. I will anyhow upgrade to the yellow LS6 springs and while being there also the oilpump should be replaced.
Any ideas/suggestions?
I have stock -01 LS1 with OEM 241 heads. M6 tranny and rearend has 3,55 gears. Headers and ported TB are used. No emission stuff on my engine because it is a swap to -68 Camaro. Curb weight around 3300 lbs.
I have found few to consider.
226/226 .591 on a 112LSA
224/220, .581/.581 116+0
TR 224-112" - 224/224 .563/.563 112 LSA
TR 224-114" - 224/224 .563/.563 114 LSA
To make things even challenging there are 2 other major factors that narrow the choice.
1. I donīt want to have a "smelly" cam like GM ASA
- I am still in a process of understanding the overlap and LSA which I belive make a difference with the "smelly" factor. So no unburnt fuel on my headers, please.
2. Budget.
- I am on a tight one, so the first two cams are out (being custom grinds, I think)
Also I would prefer to keep the lift under .570/.570 if possible. Making life easier to valvetrain. I will anyhow upgrade to the yellow LS6 springs and while being there also the oilpump should be replaced.
Any ideas/suggestions?