Needing some cam spec advice
Martin, I don't want to steal the thread but why does my car peak so much higher than what you are mentioning for similar sized cams? My 228/232 with 5.3 heads peaks at 6600. Is that because the heads flow so it peaks higher, and you are speaking of a cam-only build so it peaks lower? Just wondering. Thanks.
Even though you have a "228/232" cam what is the ICL and LSA? Comparing duration and LSA will get you into trouble when trying to compare two cams that have very similar numbers. You need to look at the valve events and where the intake valve closes to compare where a cam peaks.
When I say peak I mean the point in the graph where the horsepower figure has reached it's highest recorded number and then after during the run that number is never eclipsed again. For example:
That is my dyno graph for my car cam-only. My cam "peaks" at 6100-6200rpm, yet carries that peak number all the way to 6600-6700 before it begins to very slightly fall off. Again in reference to my graph, some people would say it peaks at 6600-6700 because that's where it starts to slowly lose power.
On the dyno we took it right to 7000. The car made peak HP (470) at 6550RPM, and carries all the way to 6900 or so. The heads are the PRC 5.3 heads - which do have the larger sized valves in them, and the intake it an LS6 with a ported TB. Car has a lightweight flywheel (18lb - monster S2)/UD pulley (shouldn't really effect where the motor peaks). The rest of the cam specs are 111 LSA, and the lobes are XER.
With that said, the intake is nothing special, so I am assuming it is the heads that help give it the extra RPMs?
EDIT: With the tight LSA it gets into the powerband VERY fast.
I don't mind the fact that it peaks so high - we will see what it does with a FAST 92/92 setup this year. I actually need the RPMs thru the traps anyway.
With that said, the intake is nothing special, so I am assuming it is the heads that help give it the extra RPMs?
EDIT: With the tight LSA it gets into the powerband VERY fast.
I don't mind the fact that it peaks so high - we will see what it does with a FAST 92/92 setup this year. I actually need the RPMs thru the traps anyway.
Last edited by LS1T56FTW; Dec 8, 2012 at 01:32 PM.
On the dyno we took it right to 7000. The car made peak HP (470) at 6550RPM, and carries all the way to 6900 or so. The heads are the PRC 5.3 heads - which do have the larger sized valves in them, and the intake it an LS6 with a ported TB. Car has a lightweight flywheel (18lb - monster S2)/UD pulley (shouldn't really effect where the motor peaks). The rest of the cam specs are 111 LSA, and the lobes are XER.
With that said, the intake is nothing special, so I am assuming it is the heads that help give it the extra RPMs?
EDIT: With the tight LSA it gets into the powerband VERY fast.
I don't mind the fact that it peaks so high - we will see what it does with a FAST 92/92 setup this year. I actually need the RPMs thru the traps anyway.
With that said, the intake is nothing special, so I am assuming it is the heads that help give it the extra RPMs?
EDIT: With the tight LSA it gets into the powerband VERY fast.
I don't mind the fact that it peaks so high - we will see what it does with a FAST 92/92 setup this year. I actually need the RPMs thru the traps anyway.
Here is a good comparison for you....this car has a stock LS1 bottom end, 243 heads with stock valves that have had a valve job, milled to 11.5:1, Ebay 1x3/4" headers, Fast 78, 3.5" merge, 3.5" cat-back and a 224/236 110+3 camshaft.
His cam has the same IVC point as the cam I recommended to the OP and in my experience in past times doing this exact same profile it peaks at 6100-6200 every time with stock port work and stock valves.
Thanks for the kind words Ryan.
It is actually an Elite Series Camshaft that just hasn't been released yet. That said, it's 379.99!!!
For anyone else interested these are the 6 new grinds that will be released. They will be "torque minded" but still produce very impressive horsepower numbers.
223/226 .610"/.605" 111+2
223/230 .610"/.609" 110+2
227/234 .614"/.612" 110+3 (one of my favorite grinds)
231/234 .617"/.612" 111+2
235/238 .621"/.615" 112+3 (stupid mid-range torque)
235/242 .621"/.615" 111+2
For anyone else interested these are the 6 new grinds that will be released. They will be "torque minded" but still produce very impressive horsepower numbers.
223/226 .610"/.605" 111+2
223/230 .610"/.609" 110+2
227/234 .614"/.612" 110+3 (one of my favorite grinds)
231/234 .617"/.612" 111+2
235/238 .621"/.615" 112+3 (stupid mid-range torque)
235/242 .621"/.615" 111+2
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Verdad Gallardo No problem man, I wasn't trying to act like you were wrong, just explaining the process that goes into shaping the power band of an engine.
Overlap. Overlap broadens the torque curve indefinitely and when you have an IVC event of 40.5 degrees with 10.5 degrees of overlap, the thing is going to make stupid torque at low-speed. It will also make a later opening exhaust valve event carry more torque past peak torque increasing the peak horsepower number. Combined with an early peaking 40.5 degree IVC event, you don't have to turn the engine 6400-6500rpm to make 440rwhp+ with a 346 that has good compression.
It's all a product of the combination and how the parts are chosen to work with each other.
It's all a product of the combination and how the parts are chosen to work with each other.
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even if the the number is slightly skewed that is massive torque for an mostly stock ls1.. ill definitely be going with tick ant the cam martin recommended
