What is the best No2 Cam
anything with more exhaust duration than intake duration, and likewise with the lift. also a 112 or 114 LSA. when you are on the squeeze, the engine has less problems getting air/fuel into the cylinders than it does letting it out, thus the need for more exhaust lobe effort.
a TSP 231/237 or 233/239 kinda thing is what you might want to look at. it all depends on what you want. you can go from small to huge on stock heads, there are hundreds of cams out there. expect to spend a few weeks researching cams etc. read reviews, read everything in JRP's signature.
and BTW - it's N2O , not NO2. there is 2 nitrogen and 1 oxygen
a TSP 231/237 or 233/239 kinda thing is what you might want to look at. it all depends on what you want. you can go from small to huge on stock heads, there are hundreds of cams out there. expect to spend a few weeks researching cams etc. read reviews, read everything in JRP's signature.
and BTW - it's N2O , not NO2. there is 2 nitrogen and 1 oxygen
will the car be a race only car? or will it see street time with out the N2O? a good N2O cam will have a split in the duration as stated above. I usually recommend at least 6* of split and a 114LSA(ie: 232/238 114LSA) for a street/strip cam and on a pure race setup I would do 10-12*'s of split and a 112LSA
01KY- we are local to you, give us a call and we can help you out with some cam ideas.
01KY- we are local to you, give us a call and we can help you out with some cam ideas.
Here's a quote, I found interesting about this topic.
The 'entire' exhaust system has to work together. From the exhaust lobe to the muffler(s).
Before you add exhaust lobe, determine how well your exhaust system flows as a whole. If it flows poorly and a large shot of N20 is used, an exhaust crutch may help.
~
Wide lobe seperation angles are not needed for every setup. You can cut down on the amount of overlap with a wide lobe seperation angle but, it needs to be understood when this is necessary.
The size of the lobes need to be taken into consideration before you determine the lsa.
Before you add exhaust lobe, determine how well your exhaust system flows as a whole. If it flows poorly and a large shot of N20 is used, an exhaust crutch may help.
~
Wide lobe seperation angles are not needed for every setup. You can cut down on the amount of overlap with a wide lobe seperation angle but, it needs to be understood when this is necessary.
The size of the lobes need to be taken into consideration before you determine the lsa.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Well actually the less overlap the better off you are. Up to ~150 shot wet, it makes lttle difference of what cam you use.
I shoot 200 dry on a 224/220 116+0 with excellent results.
Back TTT, FM 7 and FM9 are good for big shots.
I shoot 200 dry on a 224/220 116+0 with excellent results.
Back TTT, FM 7 and FM9 are good for big shots.
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Originally Posted by GrannySShifting
I find it funny every time I see a comment that 115 LSA is better then 114 LSA way better for nitrous
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Originally Posted by PREDATOR-Z
Well actually the less overlap the better off you are. Up to ~150 shot wet, it makes lttle difference of what cam you use.
I shoot 200 dry on a 224/220 116+0 with excellent results.
Back TTT, FM 7 and FM9 are good for big shots.
I shoot 200 dry on a 224/220 116+0 with excellent results.
Back TTT, FM 7 and FM9 are good for big shots.
Unless you shoot a 200 shot or greater, the cam selection should be based on your NA goals and not your nitrous goals. I've had incredible nitrous ETs running the stock cam, a TR Old Man Cam, a TR 224/224 112 cam and a TR 230/224 111LSA cam. All gave similar gains on the juice. NA performance between these cams varied greatly as you might imagine.
Shoot a 200 shot or more, back off the ignition timing some, close the plug gap more, make your exhaust duration bigger than your intake duration, and depend less on overlap to make your big power. Often widening your LSA will accomplish this, but there's lot of other ways too.
Shoot a 200 shot or more, back off the ignition timing some, close the plug gap more, make your exhaust duration bigger than your intake duration, and depend less on overlap to make your big power. Often widening your LSA will accomplish this, but there's lot of other ways too.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by GrannySShifting
What are the good results you have seen? Id have to say a TR224 would do the same thing and make more power on the motor
Its good, not saying its bad, but not exactly the best returns on nitrous in power out 200 getting you 160. ATVracer car 242 110 LSA cam gets 150 rwhp with a 165 dry shot 5177 kit thru a unlocked T400, and Id have to say that far from a nitrous cam.
Id be interested in seeing a cam which is "more traditionally" thought of as a nitrous cam in your car.
Id be interested in seeing a cam which is "more traditionally" thought of as a nitrous cam in your car.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by GrannySShifting
Its good, not saying its bad, but not exactly the best returns on nitrous in power out 200 getting you 160. ATVracer car 242 110 LSA cam gets 150 rwhp with a 165 dry shot 5177 kit thru a unlocked T400, and Id have to say that far from a nitrous cam.
Id be interested in seeing a cam which is "more traditionally" thought of as a nitrous cam in your car.
Id be interested in seeing a cam which is "more traditionally" thought of as a nitrous cam in your car.
I didn't think that the Stealth would take over 125>150 shot but because of the 116lsa (-10* overlap) it did. And just a reminder, this is a "reverse split" 224/220, daily driven, emission passing little cam.
On a G5X-2 112LSA I gained 172rwhp and 240rwtq from a 150 TNT wet shot.
made 575/620 cam only M6(G5X-2)
It's funny that I run less mph and ET(on nitrous) with a 114LSA.
But hey, what do I know?
made 575/620 cam only M6(G5X-2)
It's funny that I run less mph and ET(on nitrous) with a 114LSA.
But hey, what do I know?