HP difference between LSA
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HP difference between LSA Just wondering, say i went with the typical tr224, how much of a hp difference if any is there between the 112, and 114 lsa it seems most people with the a4 go with the 114 but my question is is there any hp diff between the 112 and 114 LSA?
Not much of an expert on Cams, but I don't think that the LSA will increase or decrease HP numbers. I think the LSA will change what range that you get your HP at. Might want to wait for a smarter answer than that.
Originally Posted by baldurann
On an extremely basic level, it typically moves the powerband higher or lower in the RPM range, higher if the LSA is lower, and vice versa.
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From: BFE
That might help.
Originally Posted by JRP Cam Sticky
C. Lobe Separation Angle (LSA)
- LSA is defined as spread in camshaft degrees between the intake centerline and the exhaust centerline.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
- While doing my research on the T1 I cam across this dyno in which if I recall Tony (Nineball) stated that the blue graph was a T1 (112 lsa) and the other 2 where a B1 (114) lsa. 112 vs. 114
- What really affects where the cam makes the most power is the intake timing events. What affects drivability most is the exhaust-closing event.
- LSA is defined as spread in camshaft degrees between the intake centerline and the exhaust centerline.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
- While doing my research on the T1 I cam across this dyno in which if I recall Tony (Nineball) stated that the blue graph was a T1 (112 lsa) and the other 2 where a B1 (114) lsa. 112 vs. 114
- What really affects where the cam makes the most power is the intake timing events. What affects drivability most is the exhaust-closing event.
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Originally Posted by tylerdj
To put it simply, the higher LSA will peak later and give you more top end power. The lower (112) lsa will peak sooner giving you more low end power.
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Thats basically how i was thinking of it i know it effects idle and the rpm range just got to wondering if there was any real difference other than where the power does peak....thanks for all the help really appreciate it