I've been looking to go bigger on my cam as it was selected when the car was a daily driver (current specs: Comp XE 228/228 .571/571 on a 113). Now that it's track only car, I'm drooling over what some of the shops are doing with stock cubes. I'm anxious to hear what the new TRx specs are and am hoping they'll be nitrous friendly. The Grand Am Cup cam is a concept that I've always wanted to try (big duration/moderate lift), but ground on a 106 lsa, sounds more like a good N/A cam. I'd love to find something similiar with a bigger lsa for 150 shot on my stock bottom end. Any sponsors out there listening?

 

Comp will gound you any cam you want. No? There is a custom 224/228 in mine

 

Yea, Comp will do something custom. Think I may have to email TSP, LG, Thunder and whoever else I can think of and see what's been tried with a big duration/moderate lift. If any shops are seeing this thread, feel free to chime in!!!

 

The Trx v.2 is definitely nitrous friendly. Just like all of our cams the specs will be published. We should be ready to release the specs and start taking orders for these by Monday.

 

That cam sounds very promising. Can't wait to hear the specs.

 

This is the route I am looking for. Close to max N/A but nitrous friendly. I don't like the lift being over .590

 

I am also eager to hear the specs of the new TR cam. A larger cam is in my future as well, but I am very conscious about piston to valve clearance since my heads are milled, and I need to be aware of valve events. I cant go much more than IVO -4 and EVC +2.

 

Alright Thunder.lets hear those specs. monday.undecided on cams.

 

Unless you are spraying a 300-500 shot of spray dont even worry about the cam specs. They will pretty much all work well for you

ARE sprayed a 400 shot on a 242/242 112LSa cam and went 9.20s@155mph in a C5 vette with stock IRS!!

 

IRS = what, internals?

 

IRS= Independant rear suspension

 

Ohhhh. Makes sense now.

 

I disagree with the myth that the camshaft doesnt matter until you are spraying over 150 shot... I have seen tons of dynos with reverse splits and a 150 shot and they make ALOT less torque than a good traditional split. I dont think it affect horsepower as much, but torque definately suffers.......

 

Ron what dyno do you normally hang around.....dynolab? Only ones I know of are Dynolab...Higgins Ford Performance and Motorsports Unlimited.

 

Usually Dynolab, I also have a buddy up in Canton who has a dyno in his shop behind the house. Right in line with Dynolab and no waiting How ya been man?

 

If you want a big cam with a narrow LSA, contact Ed @ FLowtech (EDC). I know is developing a few grind right now. Is is known for going against "conventional wisdom" and making some very good power.


TR is alos making crazy power with a new "secret" cam. I don't know TR specs on the new cam Jason is testing.

But, I know of a cam profile Ed and Sean (93Pony) talked with me about that they had developed in the Ford world in a cmobo similar to an LS1 setup that they felt would be a good candidate for a 450RWHP car with stock heads. Its a big reverse split cam with a narrow LSA engineered to work with stock heads and intake...

 

Sounds like 60's muscle car logic history repeating itself!!
Pontiac in the old days was "keep that lca 112-114 or suffer!!" high lift is all they played with. After 30 years if you guys know any Poncho builders - we have split - reverse split and down to 103 lca still drivable. Why? head flow improvements and compression drop to the 10:1 club. At 13:1 with airplane fuel a whole different cam is needed than a flat top 9-10:1 piston with LONG stroke and excellent volumetric efficiency!
Remember guys - a N/A engine is just an air pump. Bigger volume pump = more power!!
More air that can quickly and efficiently pass through the pump = faster power.
Watch for common cams in a year or so to be 110 lca +4 degrees advance on the intake running around 245 duration at .050 with high a lift you want provided you built a chamber/piston leaving room for some big valves poking in there
The PCM tuning will have caught up with the old school needs of cam/compression combinations relating to the LS1 head flow characteristics.
Just a guess....

 

I'm thinking that I want to land somewhere around the 244 duration with (insert old school term here) a dual pattern cam and only moderate lift in the under 600 range. Want to keep the lsa up for a shot of gas. All of this will be on a stock bottom end with a generously ported set of heads w/2.02 1.57s that are currently on the car. At least this is what I'm thinking for now.