DAPSUPRSLO

iTrader: (14)

I can't, we can't get to our cookies here in the office because only the IT guys have that access. Everytime I try to log out of SUPRSLO account it won't let me, just takes me right back to it. Oh well, looks like I'm SUPRSLO in the office and DAPSUPRSLO while I'm out of the office.

TOZ

Look here: https://ls1tech.com/forums/showthrea...66#post3360166

DaddySS

We should take you up on that only remember the guidelines from the original post; You leave the stop light at at about 1000 rpms, accelerate 1/2 to 3/4 throttle up to 3500 - 4000RPMs and then shift, continue shifting below 4000 to the next stop light. That's the way daily/cruise for fun driving happens, not in the 3500 to 6500 range where big cams make their power and torque and put the peak numbers on the Dyno.

Big cams are great if you operate in that range and don't mind winding the engine out all the time to really feel the power. When they come alive at 3500 RPMs they are awsome, and the way these engines can pull hard right up to 6500 with a big cam is nothing short of amazing, but if you drive conservatively, a smaller cam will give you more torque and seat of the pants fun than a big cam. Short duration, high lift, narrow LSA and hold onto your hat!

slt200mph

iTrader: (42)

I really like my TSP Torquer cam...it pulls so strong and never seems to run out..but I don't like to be above 6500 rpms on the stock rod bolts...I plan on using a different cam that makes it's power and torque at lower RPMs..if I was at the drag strip every week if would be different..but I am looking for more muscle down low..my car only goes to the track twice a year..

Ric

I'm probably gonna go backards of what some folks suggested on here. I think you should WIDEN the LSA on your cam to 115* or so, and run about a 215*ish duration with a .550" or so lift. The wider LSA will broaden the powerband, with a flat torque curve down low, supplemented by higher hp up high. A narrow LSA makes more of a peak in the power curve, with both hp and torque following near the same curve, and dropping off sharply past the peak.

Comp makes an off-the-shelf cam with about 216*/220*, around .550" lift, and 115* LSA. It won't make the most power up high, but it should be nice and smooth idling, strong low-end torque, and they say it'll rev to 6800 rpm.

PREDATOR-Z

As mentionned previously, the lsa is not the factor determining the amount of trq but more determining the powerband range and overlap of a cam.
Criterias for extreeme trq cams down low has been proven to be small duration and narrow lsa.
The first thing a person should determine while picking a cam is what power range does that person want to use.
secondly: With what supporting mods (to determine reverse, equal or forward splits).
Based on that then durations and lifts (ramps) are factored in.(Both relative to head flow used)

dug

iTrader: (10)

How about a variation of the 224 110 106 cam. With

226 dur @.050" .585" 108 lsa & icl

What do you guys think?

PREDATOR-Z

0.050
226/226,.585/.585, 108lsa +0

5>IVO
41>IVC
41>EVO
5>EVC
108>ECL
10> Overlap

See the problem you run into is DCR and 10* overlap (basicaly a high kicking mule)
With MAF tuning, it will be a toughy, but MAFless (SD) it would be a nice buckaroo. (even better with ITB's) and some high octane gas.

dudas35

iTrader: (4)

PREDATOR-Z, how about an ASA cam with more lift say .580 with XE lobes. Does lift play a big factor, i am not so good with the math. I know it would be hard to tune but on that 110 would it be a good torque cam?

Bombguy99z28

I run a 220/220 581/581 110lsa 106icl w/ 11.8:1 static compression 5.3 heads... Feels like it has a lot of torque, ran door-door 25-125 with cutout capped and t-tops off against a 410rwhp open exhaust car so I think its makin good power.

Prolly has a hell of a lot of dynamic compression, wouldn't know cause I don't have the advertised durations (lunati grind from tsp is all i know, no adv on cam card), but I run about 94 octane on the street.

Its fun and sounds good, maybe I'll dyno it someday.

1CAMWNDR

iTrader: (21)

What "problems" would a 226° .585" 110°LSA +4° (106°ICL) have?

PREDATOR-Z

Less than a 108+0
110+4 will have 6* overlap but still kinda high in DCR.

High octane needed, tight quench a plus (.040 > .045 gaskets), good tune of course. SD tuning a plus.

slt200mph

iTrader: (42)

Probably going to do a stroker motor over the winter..I am running a 233\233 .595\.595 112 LSA now would that cam be a good street cam in the larger cu. in. motor..it is a TSP Torguer cam would it be a god cam for making torque in the bigger engine??

slt200mph

iTrader: (42)

Probably going to do a stroker motor over the winter..a 402....I am running a 233\233 .595\.595 112 LSA now would that cam be a good street cam in the larger cu. in. motor..it is a TSP Torguer cam would it be a good cam for making torque in the bigger engine??..I want my HP and torque at a lower rpm..I only go to the track twice a year..

NO5.0

iTrader: (1)

Im puttting a cam in my 2006 T.B. SS with the LS2 and have been doing a lot of research. It has a 6.0 in it so ma little more cubes,also is an auto but with 4.10 gears. I dont want to put a converter in it and still keep coming back to the tr224/112, it just sounds like the best all around cam and the heavier TB needs the extra torque. will i lose any low end? do i need a converter? thanks GREAT THREAD!!!!!

1CAMWNDR

iTrader: (21)

I always run 93 octane, 94 when I can find it. I have stock internals, so stock head gaskets and combustion chamber, already have HP Tuners SD .

PREDATOR-Z

With the extra cubes and bigger bore, I would go a little bigger. More cubes=more air needed.
something in the neighbourhood of 230/230 on a 115lsa +0
If you stay stock stall, you do not want a high overlap cam that requires too much of a raised rpm at idle which will pull against your brakes when stopped/off idle speed.
Those 4.10:1 will get you in you powerband quick so reving higher into 6600>6800 would be a plus.
0* overlap will allow you to idle at 650>700 and be friendly on your stock stall.
Of course plan on a few sets of tires per year

NO5.0

iTrader: (1)

tires wont be a problem since its an awd. what about the 224/114 ? you dont think the 230 ish cam will be pushing it as far as low rpm power goes? if not who makes something along the lines with a 115lsa/ this will be definitely a daily driver so i dont want to take away from the drivabilty but i want to suprise some local ls1s or mustangs with a suv! thanks

nuzee

iTrader: (2)

PredatorZ
I just noticed something that might have been easily overlooked. He is running 4.10s on SUV tire height. So, the effective gearing is probably much less than what we are accustomed to for F-bodies.

How much do the Trailblazers weigh?

NO5.0

iTrader: (1)

the trailblazer weighs in @ appr. 4500 lbs and the overall wheel&tire is 30in.vs the 26in. tires on camaros.