Best low end torque cam for LS1..
06-03-2005, 05:07 PM
#101
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Originally Posted by PREDATOR-Z
Lope doesn't make power but it makes a lot of noise 
It will lope enough to make any challenger think twice
It will lope enough to make any challenger think twice
06-03-2005, 05:08 PM
#102
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Originally Posted by Patrick G
Another thing you want to take a hard look at is selecting a cam that raises your dynamic compression up above 8.0 to 1. Stock DCR is 6.977 to 1. Be carefull exceeding 8.5 to 1 because you start running lots of cylinder pressure and higher octane than 93 begins to matter. The 216/220 110LSA 110ICL cam has a DCR of 8.18 to 1. With an intake closing point of 38 degrees ABDC, it would make peak power below 6000 rpm. Probably more like 5800-5900. If you advance this cam 4 degrees (106ICL), the dynamic compression would be 8.42. Wow, that's a lot of cylinder pressure and hella torque. Only problem is, you'd run out of breath pretty quick with an intake valve closing point of 34 dgrees ADBC. Power peak would probably be around 5500 rpm, costing you 10-20 rwhp at 6000 rpm compared to the same cam on a 110 intake centerline.
As a comparison, the Futral recommended cam 221/224 114 would have the following DCRs and power peaks:
221/224 114LSA (+0) 7.79 DCR, 6300 peak hp
221/224 114LSA (+2) 7.93 DCR, 6200 peak hp
221/224 114LSA (+4) 8.06 DCR, 6100 peak hp
As a comparison, the Futral recommended cam 221/224 114 would have the following DCRs and power peaks:
221/224 114LSA (+0) 7.79 DCR, 6300 peak hp
221/224 114LSA (+2) 7.93 DCR, 6200 peak hp
221/224 114LSA (+4) 8.06 DCR, 6100 peak hp
06-03-2005, 05:27 PM
#103
http://www.thunderracing.com/catalog...&vid=3&pcid=51
There is even a graph for the Tr224 on their site.
There is even a graph for the Tr224 on their site.
06-03-2005, 05:27 PM
#104
Originally Posted by SSCoulter
Great info, thank you very much. What about the Futral cam at a 221/224 on a 112 as a comprimise? Remember the Ausie's are running 108LSA's for big time torque. Sounds like I am getting back to the TR224/112. Is the TR224 a +0 or +2 or what? I've not seen that spec for that cam anywhere.
Most TR 224 112LSA cams are ground (+4). That gives them a DCR of 8.18.
06-03-2005, 05:45 PM
#105
My old TR224 114 LSA cam also had +4* advance ground in.
You won't really get a huge increase in low rpm power/torque with any cam, nor will you lose that much with most of the bigger off-the-shelf cams. And LS1's have great low rpm torque with the stock cam.
I think you should stuff something with around 230* in there and be done with it. Trust me, you will like the way it drives.
You won't really get a huge increase in low rpm power/torque with any cam, nor will you lose that much with most of the bigger off-the-shelf cams. And LS1's have great low rpm torque with the stock cam.
I think you should stuff something with around 230* in there and be done with it. Trust me, you will like the way it drives.
06-03-2005, 05:59 PM
#106
FWIW: FMS F-13 230/232 112 (+4) cam has 7 degrees of overlap (good luck with emissions), an intake closing point of 43 degrees ABDC (for a power peak of 6200) and and DCR of 7.96 with stock heads. Great all-around cam, but not a low rpm torque monster some of the members are referring to it as.
06-03-2005, 07:52 PM
#107
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Originally Posted by Patrick G
The 216/220 110LSA 110ICL cam has a DCR of 8.18 to 1. With an intake closing point of 38 degrees ABDC, it would make peak power below 6000 rpm. Probably more like 5800-5900.
06-03-2005, 08:03 PM
#108
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How do you figure DCR? I would love to know what I'm at, Its a Comp 224/224, .581/.581 112+0, I also have TEA 5.3's milled down .010". Only problem is the guy who built my engine made it low compression instead of high. Eagle 4340 H beams 6.100" with .927" pin (supposed to be 6.125", with my Diamond -8.6cc pistons that were supposed to be flat tops with valve reliefs)
06-03-2005, 11:37 PM
#109
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Originally Posted by Patrick G
FWIW: FMS F-13 230/232 112 (+4) cam has 7 degrees of overlap (good luck with emissions), an intake closing point of 43 degrees ABDC (for a power peak of 6200) and and DCR of 7.96 with stock heads. Great all-around cam, but not a low rpm torque monster some of the members are referring to it as.
06-04-2005, 08:28 AM
#111
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Originally Posted by ez98ls1
Still not enough for me to live in Arkansas.... 
HEY!! lol, it's not such a bad place to live. "You sure do have a perdy mouth" he he he.
06-04-2005, 09:26 AM
#112
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Originally Posted by Patrick G
Another thing you want to take a hard look at is selecting a cam that raises your dynamic compression up above 8.0 to 1. Stock DCR is 6.977 to 1. Be carefull exceeding 8.5 to 1 because you start running lots of cylinder pressure and higher octane than 93 begins to matter. The 216/220 110LSA 110ICL cam has a DCR of 8.18 to 1. With an intake closing point of 38 degrees ABDC, it would make peak power below 6000 rpm. Probably more like 5800-5900. If you advance this cam 4 degrees (106ICL), the dynamic compression would be 8.42. Wow, that's a lot of cylinder pressure and hella torque. Only problem is, you'd run out of breath pretty quick with an intake valve closing point of 34 dgrees ADBC. Power peak would probably be around 5500 rpm, costing you 10-20 rwhp at 6000 rpm compared to the same cam on a 110 intake centerline.
As a comparison, the Futral recommended cam 221/224 114 would have the following DCRs and power peaks:
221/224 114LSA (+0) 7.79 DCR, 6300 peak hp
221/224 114LSA (+2) 7.93 DCR, 6200 peak hp
221/224 114LSA (+4) 8.06 DCR, 6100 peak hp
As a comparison, the Futral recommended cam 221/224 114 would have the following DCRs and power peaks:
221/224 114LSA (+0) 7.79 DCR, 6300 peak hp
221/224 114LSA (+2) 7.93 DCR, 6200 peak hp
221/224 114LSA (+4) 8.06 DCR, 6100 peak hp
06-04-2005, 04:25 PM
#113
Wow, new dyno graph just in. Thunder Racing 215/230 .600/.578 117LSA 116ICL CheaTR cam installed on Jason99T/A's 125k mile WS6. Cam only swap running stock exhaust manifolds and cats. Some solid gains down low and up high. Dynamic compression with stock heads is 7.90 to 1.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
06-05-2005, 11:30 PM
#115
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Thats almost like my cam. 220/220 110LSA 106ICL
Never got it well tuned for wot, but running rich (12.0 AFR) w/ stock heads, stock tb and shorty headers it did 358rwhp and 354rwtq.
I put kooks long tubes, orp, ported TB, and will be installing some milled 5.3L ported heads in a few weeks.
It sounds mean. I'm not sure how it will turn out, I believe I'll hit over 400/400.
I'll make a thread in a month or so when I have everything back together.
Never got it well tuned for wot, but running rich (12.0 AFR) w/ stock heads, stock tb and shorty headers it did 358rwhp and 354rwtq.
I put kooks long tubes, orp, ported TB, and will be installing some milled 5.3L ported heads in a few weeks.
It sounds mean. I'm not sure how it will turn out, I believe I'll hit over 400/400.
I'll make a thread in a month or so when I have everything back together.
Originally Posted by CHRISPY
That is interesting Patrick as I was thinking about a 220/220 on 110LSA 110ICL (6200rpm shiftpoint) Car would have headers.
Any issues with the MAF using these narrow LSA cams? My 385ci motor had a 236/242 on 110LSA and didn't like the MAF very much
Any issues with the MAF using these narrow LSA cams? My 385ci motor had a 236/242 on 110LSA and didn't like the MAF very much
06-07-2005, 12:33 PM
#116
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Originally Posted by Bombguy99z28
Thats almost like my cam. 220/220 110LSA 106ICL
Never got it well tuned for wot, but running rich (12.0 AFR) w/ stock heads, stock tb and shorty headers it did 358rwhp and 354rwtq.
I put kooks long tubes, orp, ported TB, and will be installing some milled 5.3L ported heads in a few weeks.
It sounds mean. I'm not sure how it will turn out, I believe I'll hit over 400/400.
I'll make a thread in a month or so when I have everything back together.
Never got it well tuned for wot, but running rich (12.0 AFR) w/ stock heads, stock tb and shorty headers it did 358rwhp and 354rwtq.
I put kooks long tubes, orp, ported TB, and will be installing some milled 5.3L ported heads in a few weeks.
It sounds mean. I'm not sure how it will turn out, I believe I'll hit over 400/400.
I'll make a thread in a month or so when I have everything back together.
06-07-2005, 05:23 PM
#118
Originally Posted by DMNSPD
I guess all I have to say then is drive a big cam car and then you're opinion will change I really think people are putting TOO much emphasis on the peak number so people are worried about the low end. The low end is there on the street. Perfectly drivable, and when you go WOT, it will scream. I won't ever forget the first time I took a G5X3 car out
I really think people are putting TOO much emphasis on the peak number so people are worried about the low end. The low end is there on the street. Perfectly drivable, and when you go WOT, it will scream. I won't ever forget the first time I took a G5X3 car out This is absolutely true, as strange as it may sound. With most of the "big" LS1 cams that are offered, you really don't lose any low end, just smoothness. And on the high end it will scream; well worth it. It is possible to have too much cam, but you would almost have to order a custom LS1 cam to your own specs for that to happen. It's interesting how many people are on the web talking about stuff that they have no personal experiance with.
06-07-2005, 05:47 PM
#119
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Originally Posted by Cal
Well said, but nobody is listening . . .
This is absolutely true, as strange as it may sound. With most of the "big" LS1 cams that are offered, you really don't lose any low end, just smoothness. And on the high end it will scream; well worth it. It is possible to have too much cam, but you would almost have to order a custom LS1 cam to your own specs for that to happen. It's interesting how many people are on the web talking about stuff that they have no personal experiance with.
This is absolutely true, as strange as it may sound. With most of the "big" LS1 cams that are offered, you really don't lose any low end, just smoothness. And on the high end it will scream; well worth it. It is possible to have too much cam, but you would almost have to order a custom LS1 cam to your own specs for that to happen. It's interesting how many people are on the web talking about stuff that they have no personal experiance with.
No one said that big cams are no good. But big cam only is like a one hand man trying to applaude, he will make noise but it is not clapping.
A big cam like a G5X3 should be making in the neighborhood of 480+rwhp and the only way it does that is with a shitload of supporting mods throughout the car. It will require high maintenance and will shorten the life of the motor drastically (unless it is built for it)
You can get the same amount of RWHP with a much smaller cam and supporting equipment, better gas mileage, longer longevity of the motor, briefly an all around better streeter.
That is the whole point of this discussion.
06-07-2005, 11:09 PM
#120
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well, I may be stepping in where I don't belong, but I just put in my cam and I drive my car every day! I've only been to the track once in 3 years, but hope to go again. Wanted good sound. Until now, I've had very few mods. Haven't really had it long enough to give you a good opinion, but so far I like it. Haven't had it dynoed yet, but I can getll a big difference at WOT. It pull thru all 6 gears now! I'm learning all this stuff too. Have enjoyed reading the posts. Trying to learn all I can.