Someone helped me come up with this grind 226/230 111LSA 111ICL (straight up) .590/.570, this cam will have 6 degrees of valve overlap @.050 lift. This will be for N/A and juice, 200 shot. What would the low end be like and what RPM do you think it would top out at? Any other suggestion/comments?

Thanks,
Dan

 

I like the #'s on both sides, and the LSA. More lift on the intake side is a good thing. The extra lift on the intake side is to artificially help the restrictive LS6 intakes on these cars...if you add duration here instead of lift it slows the intake air charge down, no port velocity , no power, period. <img border="0" title="" alt="[Frown]" src="gr_sad.gif" />

The idea behind having more duration on the exhaust side is to help get rid of exhaust especailly when a system is restrictive(with cats) and a vehicle that runs N2O also responds very well to it... <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

The less overlap(the length of time the int./exh. valves are open at the same time on any given cylinder) is a good thing N/A. Better low/mid range torque is made. Single pattern cams = less overlap than the reverse grinds on N/A applications, BUT....... reverse split grinds are showing some insane gains over single pattern cams of similar int./exh. lift #'s w/ LS6 intakes and good heads. FWIW, Cup cars utilize single pattern cams.

Not sure about the 111 ICL. LS1's like the intake valve to open @ 44* - 46* ABDC for "optimum efficiency". On an LSA of 112 w +4*, that puts your ICL @ 108, which is real close to the 44* - 46* ABDC theory.

No pro here, but IMO with that much advance,you're moving your peak #'s down in the RPM range, so unless your're running a higher gear(or taller tire), you'll be running out of breath before you hit the traps in 4th.

If I'm off base here, or have missed something, I'm sure the more knowledgeable will chime in.

Mike

 

Mike, I think you know more about cams then you give your self credit for and appreciate your input <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> . I am still learning the specifics of a cam and all this info is very valuble to me. I to was wondering about having a 111 ICL as well, so you think +4 would work out better with a 112 LSA?

 

Thanx Dan.....have had some good teachers here on the board(some real knowledgable folks), and always learning (myself).

I think people sometimes forget(myself included) that with the LS1, some of the long standing (SBC) rules changed.

As far as LSA/ICL, I think the difference between a 111-112 LSA is negligable(111 LSA will sound better, but with a little idle quality comprimise) but that by using +4* on either LSA will move your ICL closer to the 42*-46* ABDC taret, as well as keeping your avg. peak power under the curve. FWIW...I like a 112 LSA for a daily driver.

LBC(lobe base circle) will also affect this, so knowing what that is will help you decide where you want the above mentioned to be.

I'm in the middle of winter upgrades myself(5.3's, & bigger stick)and have been seeing cam grind specs in my sleep for a month <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> . Lot'sa things to consider in the quest for the "perfect"(always relative)cam.

Glad I could help, and hope I haven't misled you(or anyone else) <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Mike

 

I think that would be on hell of a nitrous cam. I'm not real good at understanding what the 0 degrees of advance would do to help you, but I can say with those lift numbers and durations, you got yourself at least a 6800 RPM cam, possibly even 7000 if you get double springs and beef up the rest of the valvetrain. Make sure you have LT headers and a really freely flowing exhaust to help get all those gases out of the motor.

I think you woudl be happy with it...
...just my .02.

 

The valve events on this cam look like this @.050:
111ICL
IVO: 2 BTDC
IVC: 44 ABDC
EVO: 46 BBDC
EVC: 4 ATDC

True, installed like this will have hellish midrange, but advancing it 4 degrees would actually push the RPM band DOWN another 500rpm.
I advised it to be installed on a 111ICL to get the overlap were it'll do the most good. The timing chain will stretch after a few hundred miles & retard the cam a degree or 2 which will move the intake closing point to 45-46 ABDC & move the rpm band up ~250rpm.

 

91PONY.....good VE info, and good point on the T.chain <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

 

Basically what I did with this cam was take the TR224/224 112LSA & make it a little 'hotter'.
Total valve overlap for the TR cam is 52 degrees.
This 226/230 cam has 57 degrees total overlap.
At .200 lobe lift this cam is 5 degrees larger on the intake side & 6 degrees larger on the exhaust compared to the TR224 lobes.
Another thing to note is that at .200 lift, this 226/230 cam has only 1 degree exhaust biased.

The TR cam has 4 degrees of advance built in right?
They use a Compcams lobe. 276/224
So, .006 valve events look like this:
IVO: 30 BTDC
IVC: 66 ABDC
EVO: 74 BBDC
EVC: 22 ATDC

.050 valve evensts look like this:
IVO: 4 BTDC
IVC: 40 ABDC
EVO: 48 BBDC
EVC: 4 BTDC

The 226/230 cam installed 'straight up' will look like this at .006:
(this cam is rated at 276/282)
IVO: 27 BTDC
IVC: 69 ABDC
EVO: 72 BBDC
EVC: 30 ATDC

Based on these valve events you can figure that this 226/230 cam will peak ~400rpm higher then the TR224 cam on a simliar displacement motor.

 

93PONY....Agreed, but based on that math(+4*),you'll be spinning to 7200. Would you not gain more torque under the curve bringing the peak down in the powerband, as well as not risking VT/BE longevity on a "daily driver". Still making your hp/tq #'s, just sooner? <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />

 

Advancing the cam will sacrafice mid-range torque as exhaust reversion will take place. These LS1's favor reverse-splits as the intake to exhaust ratio is above 75%. This cam setup the way it is, will minimize the effect of the exhaust lobe, yet still perform quite well under N2O.
Advancing the cam will make peak HP happen at a lower RPM, but becuase HP is a function of Torque, it'll also be lower.

I don't know were Dan's TR224 peaked before, but given the same displacement, this cam will not peak that much higher. (~400rpm)