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One of our Product Development guys has an 02 C5Z that was built Hci for Optima ultimate street car events (finished 7th back in the day) and has done Land speed standing mile as well. His Hci Ls6 had the equivalent of our stage 2 226 cam, TEA 2.5 .030 milled heads with cut down Ls3 valves and stock rockers, 1 7/8 Arh headers through stock Ti cat back, 45 lb McLeod Rxt clutch/flywheel, fast 102 and ls2 Tb. Vararam. Nothing trick with stock dampener, accessory drive, gas station down the street 93 octane. On roadrace suspension it turned consistent 11.8 at 123/124 on Falken Rt-615’s and set records in two Ohio Standing mile classes at 177-179 with no aero work. It made 450whp and 400 tq in the heat because that’s they way it was driven and the tune needed to be good, but not on the edge. Driveability was very good, but a bit smaller cam wouldn’t have hurt much. Either the Sum-8720 218 cam or the Sum-8715 222 Ghost cam will make you happy, but we are leaning toward the Sum-8720 with your present gears. Call TEA to get your heads done the same way. Your new intake and Tb are good.
Your pump and injectors will need to be looked at. Does this sound like the avenue you want to go down?
Last edited by Summitracing; Feb 21, 2020 at 11:20 PM.
Everytime I think I've decided on a cam I read more stuff that make me question my choice.
I was just reading an old PatG thread where he was arguing that less LSA was more streetable (more torque down low) because the dynamic compression is higher at lower RPM. At least that was my take away. Up to that point I've been leaning towards cams in the 114+ LSA range.
Everytime I think I've decided on a cam I read more stuff that make me question my choice.
I was just reading an old PatG thread where he was arguing that less LSA was more streetable (more torque down low) because the dynamic compression is higher at lower RPM. At least that was my take away. Up to that point I've been leaning towards cams in the 114+ LSA range.
Ghost cam is on my short list.
when comparing two cams of similar durations. Ed isky says that single pattern cams will always make more torque and tighter LSA makes more a more explosive midrange powerband.
My thoughts are why does a supercharged application usually recommended a wider LSA and longer exh duration? Well yes it needs some assist because we are forcing more air then what nature allows but also we can bleed down cyl pressure for reliability and kill some low end mid range torque in favor of some hp up top for driveability, since you would have torque in abundance anyways.
Bspeck~ I dont understand why SOME guys don't run a single pattern cam anymore. I guess people always the because something is newer but thats not always the case. The TR224 cam was a kickass cam and still is. Ive seen LS1 cars run real low 11s out a single pattern 224 cam.
It's really necessary to not think in LSA because it will confuse the results. Break out the individual valve events to get the behavior first, then LSA and advance just become a byproduct. Plug your top three choices into our cam calculator and you will see what is going on with the intake opening point (idle) and intake closing point (power band) etc.
Pat G designed the cam in my C5. It’s 226/230 114+3 .600
I daily drive it in the summer, maybe 5 months out of the year.
Older AFR 205 heads. 90mm Tb, FAST 102 headers, auto trans, yank ss3600 and 3.42’s.
Sweet to drive.
Not the most fuel friendly around town, but 25 or so on the highway.
I built it in 2012. Still manages 11.20 or so.
Pat G designed the cam in my C5. It’s 226/230 114+3 .600
I daily drive it in the summer, maybe 5 months out of the year.
Older AFR 205 heads. 90mm Tb, FAST 102 headers, auto trans, yank ss3600 and 3.42’s.
Sweet to drive.
Not the most fuel friendly around town, but 25 or so on the highway.
I built it in 2012. Still manages 11.20 or so.
Bspeck~ I dont understand why SOME guys don't run a single pattern cam anymore. I guess people always the because something is newer but thats not always the case. The TR224 cam was a kickass cam and still is. Ive seen LS1 cars run real low 11s out a single pattern 224 cam.
I think part of it is that with a split cam, you can have shorter duration on the intake and make up a couple extra hp by opening the exhaust longer vs running a long er duration cam.
I think part of it is that with a split cam, you can have shorter duration on the intake and make up a couple extra hp by opening the exhaust longer vs running a long er duration cam.
intake lobe determines how much air is allowed in the cylinder this how much power will be made and where. Increasing exhaust duration allows more power to be made up top by allowing more time for gases to escape so the cylinder will have a nice fresh charge for the next cycle It also aids in scavenging and pulling in fresh air for more time which helps at high rpms. Hurts at low rpm by increasing valve overlap and lowering cyl pressure.
I find that longer exhaust duration helps maintain power carry past peak vs falling off fast after peaking. It is a generality, but usually holds true. I always attributed this more to the earlier exhaust open rather than the later exhaust close
I find that longer exhaust duration helps maintain power carry past peak vs falling off fast after peaking. It is a generality, but usually holds true. I always attributed this more to the earlier exhaust open rather than the later exhaust close
right this is because more time is allowed to pull the dirty charge out of the cyl so during the next cycle more fresh air can be drawn in and as rpm increases the window of opportunity to exhaust gases shrinks.
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