TRAK cam installed.
I have been considering this cam for a while and thought it was the one I would end up getting, but I didn't realize it had that much lift until now! I looked heavily into the cam, but for some odd reason, I over-looked its lift 
That might be a little too much for comfort. If there was some way I could use this cam, I would want to retain my stock heads and not have to cut the pistons. I just think that is way too much work to be done for my intentions. This is my daily-driver car and the only internal work I was planning on doing was a cam. In fact, I think the only performance mods I have in mind are full exhaust, new intake maybe, cam, and a tune (and if the bug keeps on biting...N2O 
). From there is cosemetic stuff-ola. It's almost orgasmic to hear a big loping cam, and this one sounds like Hell is opening its doors. So, any way to use this as cam only without having to cut out the pistons...?
Bump...
That might be a little too much for comfort. If there was some way I could use this cam, I would want to retain my stock heads and not have to cut the pistons. I just think that is way too much work to be done for my intentions. This is my daily-driver car and the only internal work I was planning on doing was a cam. In fact, I think the only performance mods I have in mind are full exhaust, new intake maybe, cam, and a tune (and if the bug keeps on biting...N2O ). From there is cosemetic stuff-ola. It's almost orgasmic to hear a big loping cam, and this one sounds like Hell is opening its doors. So, any way to use this as cam only without having to cut out the pistons...?Bump...
Originally Posted by spazzyfry123
I have been considering this cam for a while and thought it was the one I would end up getting, but I didn't realize it had that much lift until now! I looked heavily into the cam, but for some odd reason, I over-looked its lift That might be a little too much for comfort. If there was some way I could use this cam, I would want to retain my stock heads and not have to cut the pistons. I just think that is way too much work to be done for my intentions. This is my daily-driver car and the only internal work I was planning on doing was a cam. In fact, I think the only performance mods I have in mind are full exhaust, new intake maybe, cam, and a tune (and if the bug keeps on biting...N2O ). From there is cosemetic stuff-ola. It's almost orgasmic to hear a big loping cam, and this one sounds like Hell is opening its doors. So, any way to use this as cam only without having to cut out the pistons...?
Bump...
That might be a little too much for comfort. If there was some way I could use this cam, I would want to retain my stock heads and not have to cut the pistons. I just think that is way too much work to be done for my intentions. This is my daily-driver car and the only internal work I was planning on doing was a cam. In fact, I think the only performance mods I have in mind are full exhaust, new intake maybe, cam, and a tune (and if the bug keeps on biting...N2O ). From there is cosemetic stuff-ola. It's almost orgasmic to hear a big loping cam, and this one sounds like Hell is opening its doors. So, any way to use this as cam only without having to cut out the pistons...?Bump...
For example: A 244/248 .500/500" cam has much worse piston to valve clearance than a 224/228 .700/.700" lift cam. Lift is not why you need to flycut. Larger duration is. Big lifts require better setup with springs, but that's about it.
__________________
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.
Originally Posted by Patrick G
I think some of you guys don't understand the connection between lift and piston to valve clearance...there isn't any! When the valve is at maximum lift, the piston is near bottom dead center. You get piston to valve clearance issues when the piston approaches top dead center. Hanging a valve open too long (duration) is what causes piston to valve clearance issues.
For example: A 244/248 .500/500" cam has much worse piston to valve clearance than a 224/228 .700/.700" lift cam. Lift is not why you need to flycut. Larger duration is. Big lifts require better setup with springs, but that's about it.
For example: A 244/248 .500/500" cam has much worse piston to valve clearance than a 224/228 .700/.700" lift cam. Lift is not why you need to flycut. Larger duration is. Big lifts require better setup with springs, but that's about it.
) May this be the engine itself or the transmission or the pumpkin out back. I understand how they work in general, but specific links between things make my mind scramble. However, I absolutely love to learn about it. That's why I am always on here 
But to remain on topic...Is it by chance that some do not have to do any type of piston-cutting with this cam and some do? Or is it because of the different setups people use with a specific cam (Let's say that two different people with two different heads are using the TRAK to be more specific)? Let's use the thread-starter as an example. He has different heads than I do (6.0L I believe? Where-as I still have factory heads and will more than likely keep them). Would this one thing by itself be the cause of piston-cutting (assuming that everyone is using the same valve-springs and push-rods and valves and so on...)?
I hope that made a little bit of sense...
With stock heads, there is no P to V clearance issues with the TRak cam. When running ported heads with milling and/or larger diameter valves, the clearance between the valves and the pistons is reduced, making it necessary to check P to V clearance. If you plan on keeping stock heads, you should have no reservations about running the TRak cam (from a P to V standpoint). Not everybody wants to take the time to set up the springs properly to run the TRak cam though. Basically, you'll need 7.450" pushrods and Comp 921 springs, Ti retainers and shims to get the spring height to within .050" of coil bind to work best with this cam. And don't forget to budget for a good tune.
__________________
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.
Originally Posted by Patrick G
With stock heads, there is no P to V clearance issues with the TRak cam. When running ported heads with milling and/or larger diameter valves, the clearance between the valves and the pistons is reduced, making it necessary to check P to V clearance. If you plan on keeping stock heads, you should have no reservations about running the TRak cam (from a P to V standpoint). Not everybody wants to take the time to set up the springs properly to run the TRak cam though. Basically, you'll need 7.450" pushrods and Comp 921 springs, Ti retainers and shims to get the spring height to within .050" of coil bind to work best with this cam. And don't forget to budget for a good tune.
But anywho, thanks for the great help! When I do this, it will be done exactly right. I will not cut any corners (other than avoiding new heads ) I wasn't aware that I would be in need of new pushrods, however 
I am not a person that plans things out very well, but when it comes to my automobiles, I plan everything months in advance. So I guess I will go ahead and start now...- TRAK cam
- Comp 921 springs
- 7.450" pushrods (?)
- Titanium retainers and shims (not exactly sure what these are)
This is just the actual parts needed...Not including the labor needed to install and the tune that will be needed...I have a six-speed, so no stall needed. Also, are new gears needed?
Am I missing anything?
Originally Posted by FunkyTownFBody
4.10'ssssss!
I don't think you'll need the shims for the 921 springs... although I could be wrong?
I don't think you'll need the shims for the 921 springs... although I could be wrong?
P.S. Sorry for hijacking the thread...
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Topdon ONE vs. Artidiag 800 BT2: Which is the Diagnostic Tablet For You?
Pouria Savadkouei
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Verdad Gallardo
7 Most Reliable High-Performance Engines GM Has Ever Built
Verdad Gallardo
Amazing '71 Camaro Restomod Is Modern Muscle Car Under the Skin
Verdad Gallardo
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Originally Posted by FunkyTownFBody
4.10'ssssss!
I don't think you'll need the shims for the 921 springs... although I could be wrong?
I don't think you'll need the shims for the 921 springs... although I could be wrong?
I talked to Geoff today about this cam and others using a LSk lobe, but anyways he told me you NEED to shim the spring.
Originally Posted by HOSS
Patrick, I am running the 7.425 PR, when Mike checked it, it was right at perfect for pre-load from what he told me.
Originally Posted by Ohio Bird of Prey
Wow. I had to flycut my pistons to make er fit but I think it will be worth it.
Car idles with my old modified Predator tune but is waaaaay lean (13.8) and needs way more timing (25 degs). Sounds bad as hell already.
Car idles with my old modified Predator tune but is waaaaay lean (13.8) and needs way more timing (25 degs). Sounds bad as hell already.
I haven't seen your car since all the F-Bods met up at the BW3's in beavercreek. I would like to see it now, bet it's bad ***.
Thread Starter
Launching!
Joined: Feb 2004
Posts: 225
Likes: 3
From: Beavercreek, Ohio
Originally Posted by Louie83
Woohoo, fellow beavercreekian's got some rumble!
I haven't seen your car since all the F-Bods met up at the BW3's in beavercreek. I would like to see it now, bet it's bad ***.
I haven't seen your car since all the F-Bods met up at the BW3's in beavercreek. I would like to see it now, bet it's bad ***.
the car sounds mean but is down on power. Granted I need a tune and will get one soon I think I've some rework to do. My heads may be a problem
but that is yet to be proven.
Originally Posted by Ohio Bird of Prey
Hey man whats up? I might be taking mine apart again. Geoff at Thunder told me it is important to shim the springs within at least .050 in. of coil bind for maximum performance. I was in too big a hurry and skipped that.
the car sounds mean but is down on power. Granted I need a tune and will get one soon I think I've some rework to do. My heads may be a problem
but that is yet to be proven.
the car sounds mean but is down on power. Granted I need a tune and will get one soon I think I've some rework to do. My heads may be a problem
but that is yet to be proven.
What you put down.
Boy am I glad to see everyone happy with this cam, I just picked one up for my GTO and now it sounds like I am just going to have to swap the TR224 out of my SS and put one in there also.
