I have a 98 TA M6 with all the bolt-ons, complete exhaust, complete suspension, LS6 intake & stock internals. Want to do cam and heads. I'm going with TEA 5.7L Stage II heads and am trying to choose a cam. I've wanted the TR230 for awhile but now I have heard such good things about the G5X-2 I don't know if I should change my mind.
TR230 -- 230/224 .575/.563 111 LSA
G5X-2 -- 232/240 .592/.609 112 LSA ??? I think anyway.

 

You're definitely going to have to check the piston to valve clearance with the TEA heads. I'd assume that you're going to have to have the pistons notched to make the G5x2 fit. I plan on running the G5x2 myself, because I plan on running N20. Give TEA a call, and find out if the heads are milled at all, and what size valves they'll have. Then call LG and give him that info, and he should be able to know if you'll have any clearance problems. BTW, where in Indiana are you located?

 

G5X2 DYNO NUMBERS ARE IMPRESIVE <img src="http://web.ics.purdue.edu/~lgigliot/rageman/g5x2dyno.jpeg" alt=" - " /> pretty sure thats with stock heads iam interested in the g5x2 cam but have not recieved any info back from LGM <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" /> Maybe there busy or <img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" /> time for some income tax horsepower <img border="0" alt="[pimp]" title="" src="graemlins/gr_pimp.gif" /> </font>

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Why would I have problems with the TEA heads and valve clearance? Would I have those problems with other S2 ported heads setups?

I'm in NW Indiana about 45 minutes from US41 raceway in Morocco.

 

http://web.ics.purdue.edu/~lgigliot/...n/g5x2dyno.jpgsorry new to this <img border="0" alt="[USA]" title="" src="graemlins/patriot.gif" />

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by 98_WS6_M6:
<strong> Why would I have problems with the TEA heads and valve clearance? Would I have those problems with other S2 ported heads setups?

</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">You could run into problems because the g5x2 is such a big cam, and the TR cam is no small one either.

With either cam I would check P/V clearance before starting up the car.

It comes down to how much your heads have been milled. Perhaps you could speak to each respective shop about your heads and their cam.

 

Considering I have the heads squared away for either cam. What are the advantages and disadvantages of each cam???

 

I'm having the same debate right now. I'm also doing TEA Stage 2 heads but the 5.3L instead. No milling but still reap the benefit from higher compression and better exhaust flow. The TR 230/224 and the G5X2 cam are supposed to be close to the same power output yet the specs are completely different:

TR 230/224 .569/.563 111 LSA
G5X2 232/240 .590/.609 112 LSA

Lou hates reverse split cams. Thunder says they are good because they are easier to program and have much better street manners. Yet, the G5X2 is supposed to have descent driveability and simple programming as well.
I'm pretty sure the G5X2 is fine with stock heads and no milling. Maybe just .0003-.0005 to clean the deck. How is the TR 230 supposed to have piston to valve clearance issues when the G5X2 cam doesn’t? Is the TR 230 supposed to have clearance issues WITH milled heads and that’s what they were considering? That would make sense. On stock heads they wouldn’t seem to even be a threat. Is that wrong? I know you would definitely have problems with even a light milling with the G5X2 cam. What I want to know is what springs, retainer, valvetrain set-up I need and if I went with the G5X2 cam and still kept the TEA heads, would I have to go with 7.35” pushrods instead of 7.4?

 

I'm having the same debate right now. I'm also doing TEA Stage 2 heads but the 5.3L instead. No milling but still reap the benefits from higher compression and better exhaust flow which would really double up with the G5X2 and crutch the TR 230. The TR 230/224 and the G5X2 cam are supposed to be close to the same power output yet the specs are completely different:

TR 230/224 .569/.563 111 LSA
G5X2 232/240 .590/.609 112 LSA

Lou hates reverse split cams. Thunder says they are good because they are easier to program and have much better street manners. Yet, the G5X2 is supposed to have decent driveability and simple programming as well.
I'm pretty sure the G5X2 is fine with stock heads and no milling. Maybe just 3-5 thousandths to clean the deck. How is the TR 230 supposed to have piston to valve clearance issues when the G5X2 cam doesn’t? Is the TR 230 supposed to have clearance issues WITH milled heads (.0030) and that’s what they were considering? That would make sense. My friend had the TR 230 with TEA 5.7L heads milled .0030 with no problems. But, I do think he had 7.35" pushrods. On stock heads they wouldn’t even be a threat. Is that wrong? I know you would definitely have problems with even a light milling with the G5X2 cam. What I want to know is what springs, retainers, etc... valvetrain set-up I need with the G5X2 and if I went with that cam and the TEA heads, would I have to go with 7.35” pushrods instead of 7.4? How much should I have the TEA heads milled then? I need to call.
I'm hesitate to buy either cam until I ride in a G5X2 cammed car. I've heard/driven in TR230 cammed cars without tuning and it isn't streetable in my opinion. But, I hear programming clears that right up. I do know one thing though, under WOT it pulls and pulls and pulls! I heard the G5X2 cam isn't that bad but some people consider even the worst cams to be streetable. For the people that claimed they aren't bad, others have stepped up and said they aren't anything like stock and you defenitely know there is a BIG cam in there. So... its really your opinion on what you consider a streetable cam.
I'm just lost because they are so different. We need a guinea pig car to try them both out on the dyno and the track. I might just end up buying the G5X2 and if I don't like it, go with the TR230 and sell it.

 

I'm pretty sure the 5.3L heads have the same amount of clearance as the stock heads even after porting because they do not have to mill the heads in order to get the same compression. I decided to go with the TEA Stage 2 or 1.5 5.3L heads instead and they come with dual springs and titanium retainers already so they should be good, even if you go with the G5X-2. I am going to call Lou and ask him if there will be any clearance issues in case I choose his cam.

 

I can tell you TR will not recomend the TR230 cam on heads milled .030 or better because of P/V issues, this is what they told me when I called. I would think unmilled heads would be fine with the TR230, don't know about Lou's cam though...

Dan

 

tr230 and milled .015 will work, im doing it now.BUT CHECK ANYWAY