TRak cam
I have it. Through a catted y-pipe, 3" single exhaust, with very limited tuning, it made 455 rwhp. It pulls very well. I plan on dyno tuning it with a better exhaust in the upcoming weeks to pull out some more hidden ponies. I expect to be in the 470s when it's all done. Great cam!
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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.
I'm running Comp 921 springs with Ti retainers and stock rockers/lifters. The 921s are a bit of overkill perhaps, but at least I don't have to worry about valve float.
Actually you shouldn't have any problem with the PRC springs @ that lift. We have several customers running that much lift daily 
Originally Posted by ninobrn99
just curious. i figured thats what you would be running, but wanted to be sure. Ive got the PRC golds and i know that cam is going to push the limits on them.
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Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
Jason
Co-Owner, Texas Speed & Performance, Ltd.
2005 Twin Turbo C6
404cid Stroker, 67mm Twins
994rwhp/902lb ft @ 22 psi (mustang dyno) www.Texas-Speed.com
thanks Jason. Im between cams right now. Ive kinda narrowed it down, but im still looking at everything.
Pat, what benefits should slickvert see going from the f13 to the Trak? where should he see his gains?
Pat, what benefits should slickvert see going from the f13 to the Trak? where should he see his gains?
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Originally Posted by ninobrn99
thanks Jason. Im between cams right now. Ive kinda narrowed it down, but im still looking at everything.
Pat, what benefits should slickvert see going from the f13 to the Trak? where should he see his gains?
Pat, what benefits should slickvert see going from the f13 to the Trak? where should he see his gains?
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Verdad Gallardo not bad. i had the f10 114 in, but my choices as of now are either the f14 112 or torquer II. I dont wanna hijack this thread with my situation. I wouldnt go so far as to try to squeeze every last horse out by going from the f13 to the f14, thats just a bit too much.
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From: Ft. Lauderdale, FL
Originally Posted by Patrick G
Most of the gains would be from 5500 rpm and above as the F-13 is a really well balanced cam. The TRak cam has a later intake valve closing point and quite a bit more area under the curve on the intake side meaning it will make more peak power and do it at a higher rpm level than the F-13. Peak power on the F-13 (112LSA +4) is around 6100-6200 rpm vs 6300 peak for the TRak). The TRak cam is probably closer to the F-14 in actual measured specs (although it still has more lobe area on the intake side). Don't know if it would be worth the expense of the swap or not. If you're the type who'd swap from an F-13 to an F-14 just for the incremental power increase, then I'd say go for it.
I'm not sure if it's going to be worth 20 rwhp over the F-13. Maybe 10-15 (depending on ICL of the F-13). If the F-13 is 112LSA with a 108 ICL, then the gain will be higher up top, but if it's an F-13 with a 112LSA and a 110 ICL or 112 ICL, the gains will be more like 10.
