Vinci Boss 2 cam
Vinci Boss 2 cam Is the Vinci Boss 2 cam good for a daily driver cam car is driven 80 hwy miles a day? Specs are DUR @ .004" 278*/ 286*
DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 53*
LSA 115 STREET / STRIP CAM / AUTOCROSS
POWER RANGE 2000 TO 6200
TUNING & STALL CONVERTER DESIRED
" MORE TORQUE THAN 055"
POWERFUL CHOPPY IDLE. I am thinking on getting this cam for my Crane Valvtrain and installing everthing at once is this a big medium or small cam?
DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 53*
LSA 115 STREET / STRIP CAM / AUTOCROSS
POWER RANGE 2000 TO 6200
TUNING & STALL CONVERTER DESIRED
" MORE TORQUE THAN 055"
POWERFUL CHOPPY IDLE. I am thinking on getting this cam for my Crane Valvtrain and installing everthing at once is this a big medium or small cam?
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From: The South
Highway driving is normally perfectly fine even with very radical cams.
I definately don't see that cam having a "powerfull choppy idle". It's even more mild than a standard 224.
With tuning it could drive virtually like stock.
I'd call it a small-medium cam.
I definately don't see that cam having a "powerfull choppy idle". It's even more mild than a standard 224.
With tuning it could drive virtually like stock.
I'd call it a small-medium cam.
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From: Australia
Its funny, but I thought the narrower the LSA the more midrange torque, not wider. A wider LSA will flatten the TQ curve, reducing its peak but holding on to it longer at lower and higher RPM. With a stall converter, Ive always believed you can go narrower rather than wider.
Ive got on order a 214-220@110-1 which should maximise both torque and power up till 6000RPM. Theoretically, this should match the power of cams 5 degrees bigger but with wider LSA's.
Ive got on order a 214-220@110-1 which should maximise both torque and power up till 6000RPM. Theoretically, this should match the power of cams 5 degrees bigger but with wider LSA's.
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From: NE PA
Originally Posted by blkZ28spt
Highway driving is normally perfectly fine even with very radical cams.
I definately don't see that cam having a "powerfull choppy idle". It's even more mild than a standard 224.
I definately don't see that cam having a "powerfull choppy idle". It's even more mild than a standard 224.
Having said that, the cam should be fine for a daily driver and be very mannerly on the highway.
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From: The South
A 216/224 on a 115 isn't going to have much lope to it. You might be able to totally conceal it's audible presence.
It has negative overlap at .05, which is to say it is several degrees away from any overlap. A 224 on a 112 has 0* overlap at .05.
It has negative overlap at .05, which is to say it is several degrees away from any overlap. A 224 on a 112 has 0* overlap at .05. http://www.vincihighperformance.com/...CT%20PAGE.HTML here's the PROJECT AFR 03 corvette they are still doing testing on. it has the original BOSS CAM in it. only difference is that it's on a 113 LSA. check out the dyno graphs page to get an idea on what you are going to get out of it.
Would the Stangbanger make better power. I will call Vinci later in the week and see what they say but I want a good powerful cam with alot of power under the curve. Remember I am going to be using the 1.7 ratio Crane rockers as well. Or should I just get a custom grind want at least 380 hp.
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From: BFE
Originally Posted by MNR-0
Its funny, but I thought the narrower the LSA the more midrange torque, not wider. A wider LSA will flatten the TQ curve, reducing its peak but holding on to it longer at lower and higher RPM. With a stall converter, Ive always believed you can go narrower rather than wider.
Ive got on order a 214-220@110-1 which should maximise both torque and power up till 6000RPM. Theoretically, this should match the power of cams 5 degrees bigger but with wider LSA's.
Ive got on order a 214-220@110-1 which should maximise both torque and power up till 6000RPM. Theoretically, this should match the power of cams 5 degrees bigger but with wider LSA's.
It is imperative that you carry that power higher in the revs, unless of course, the racing you do has a lot of shifting and very short straight track.
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From: NE PA
Originally Posted by blkZ28spt
A 216/224 on a 115 isn't going to have much lope to it. You might be able to totally conceal it's audible presence. It has negative overlap at .05, which is to say it is several degrees away from any overlap. A 224 on a 112 has 0* overlap at .05.
It has negative overlap at .05, which is to say it is several degrees away from any overlap. A 224 on a 112 has 0* overlap at .05.The advertised duration numbers are also why you can't universally say a 224/224 112 cam has X amount of overlap because not all 224/224 112 cams are created equal. You have to consider advertised duration as well to get the complete picture.
Take a look at this thread for an in-depth discussion of this:
http://www.ls2.com/forums/showthread...hreadid=228224
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From: Australia
Originally Posted by PREDATOR-Z
Yes but you'll fall flat on your face after that and higher rpm wins races. Cams like you describe would make a shitload of trq but as you said only till 6K rpm.
It is imperative that you carry that power higher in the revs, unless of course, the racing you do has a lot of shifting and very short straight track.
It is imperative that you carry that power higher in the revs, unless of course, the racing you do has a lot of shifting and very short straight track.
If you gear to shift from 6000-6500 then thats still gotta be better than a cam that is still peaking past 6500PRM.
Sorry I got OT, but wanted to justify my reasons.
I have heard the "Boss" cam idle in a C5 auto, it definately had a choppy idle, actually it sounded really good, sounded even better when it was revved. But, that cam has a 113 LSA.
I am going with the Boss cam 
and the video Vinci has up is of a Zo6 with B&B exhaust 
Specs are DUR @ .004" 278*/ 286*
DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 57*
LSA 113*
and the video Vinci has up is of a Zo6 with B&B exhaust Specs are DUR @ .004" 278*/ 286*DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 57*
LSA 113*
good deal. you'll really like that cam. here's the link to the GP thread vinci has going on right now. https://ls1tech.com/forums/sponsor-sales-specials/323171-gp-cams-rocker-pkg-valve-spring-pkg-vhp.html get you some discount on all the other components you'll need
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From: NE PA
Originally Posted by Black Plague
I am going with the Boss cam and the video Vinci has up is of a Zo6 with B&B exhaust Specs are DUR @ .004" 278*/ 286*
DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 57*
LSA 113*
and the video Vinci has up is of a Zo6 with B&B exhaust Specs are DUR @ .004" 278*/ 286*DUR @ .050" 216*/ 224*
LIFT .551/.551
OVERLAP 57*
LSA 113*
I have a similar cam - Comp 220/224*.563, .563- 114+4 I'm using it with the Vinci programmer and it is worth the swap and has a nice "burble" to the exhaust note. I wish the tuner would let me make the rpm higher than the 300 that it elevates. It only goes 300 higher. 
This cam is still pulling hard when I have to shift and this messed up my plans of going to 6,500 during a race. The tuner isn't all it's cracked up to be, considering all the advertisments being the most diverse. I ended tuning it 12 different times before I settled on #3 cam, 10% enrichment, stock timing. It only lets you add or take 10 % timing. It would be nice if there was something in between. Depending on the enrichment level I got very slight pinging with the 10% in third gear @ 40mph, flooring it under a load. If I could get 5% advance I might have gotten the power and gotten rid of the ping. All in all it's good, but if I knew about it before hand I'd save a lil' more and buy HPtuners.
The cam is good , but if I had to do that again I'd bump it up a notch as well, like 228/232- similar lift because my heads aren't ported so lifting the valves higher and hammering them for not much extra flow wouldn't be worth it.
For my next engine mod I'm going straight to an ATI 'charger. All these bolt ons aren't satisfying the itch and a different cam still won't cure the thirst.
Sorry for the long post, hope this helps.
This cam is still pulling hard when I have to shift and this messed up my plans of going to 6,500 during a race. The tuner isn't all it's cracked up to be, considering all the advertisments being the most diverse. I ended tuning it 12 different times before I settled on #3 cam, 10% enrichment, stock timing. It only lets you add or take 10 % timing. It would be nice if there was something in between. Depending on the enrichment level I got very slight pinging with the 10% in third gear @ 40mph, flooring it under a load. If I could get 5% advance I might have gotten the power and gotten rid of the ping. All in all it's good, but if I knew about it before hand I'd save a lil' more and buy HPtuners.The cam is good , but if I had to do that again I'd bump it up a notch as well, like 228/232- similar lift because my heads aren't ported so lifting the valves higher and hammering them for not much extra flow wouldn't be worth it.
For my next engine mod I'm going straight to an ATI 'charger. All these bolt ons aren't satisfying the itch and a different cam still won't cure the thirst.
Sorry for the long post, hope this helps.
