Torque coming out of my EARS! (cam change)
04-20-2006, 04:27 PM
#181
Originally Posted by Patrick G
Also, you have to remember, that if you're running an LS6 or a FAST intake, you get very counter-productive when you close the intake valve later than 46 degrees ADBC in a 346 and 50 degrees in a 408. The tuned runner length of those manifolds are going to force a torque peak around 4800 and a power peak around 6300. Closing the intake valve past those points only fight the natural point as to where the motor is wanting to peak.
04-20-2006, 04:39 PM
#183
Originally Posted by Patrick G
Going from a 5.7L to a 6.0L raises your SCR .45 points and your DCR .32 points assuming no other changes to the heads or head gaskets. What is the ICL of your cam?
04-20-2006, 04:44 PM
#184
Originally Posted by Spinmonster
xer273hr comp cams: 224/230 .581/.592 114+2
04-20-2006, 05:17 PM
#185
Well thanks for the nice words but it was a shot in the dark. Your brain clearly transmits on a much different frequency to see this stuff as clear as you do.
How would this cam work with 1.8's then? Cranes...7% increase in lift. I had clayed it so it will fit but I am worried about the lifters handling that load. My springs (crane 832's) are shimmed to 1.74 which is perfect for the exhaust side .627 lift. Are there any valve event changes?
How would this cam work with 1.8's then? Cranes...7% increase in lift. I had clayed it so it will fit but I am worried about the lifters handling that load. My springs (crane 832's) are shimmed to 1.74 which is perfect for the exhaust side .627 lift. Are there any valve event changes?
04-20-2006, 08:11 PM
#186
Originally Posted by Spinmonster
Well thanks for the nice words but it was a shot in the dark. Your brain clearly transmits on a much different frequency to see this stuff as clear as you do.
How would this cam work with 1.8's then? Cranes...7% increase in lift. I had clayed it so it will fit but I am worried about the lifters handling that load. My springs (crane 832's) are shimmed to 1.74 which is perfect for the exhaust side .627 lift. Are there any valve event changes?
How would this cam work with 1.8's then? Cranes...7% increase in lift. I had clayed it so it will fit but I am worried about the lifters handling that load. My springs (crane 832's) are shimmed to 1.74 which is perfect for the exhaust side .627 lift. Are there any valve event changes?
__________________
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.
04-21-2006, 01:04 PM
#188
Originally Posted by Patrick G
Also, you have to remember, that if you're running an LS6 or a FAST intake, you get very counter-productive when you close the intake valve later than 46 degrees ADBC in a 346 and 50 degrees in a 408. The tuned runner length of those manifolds are going to force a torque peak around 4800 and a power peak around 6300. Closing the intake valve past those points only fight the natural point as to where the motor is wanting to peak. That's why a 237 duration intake lobe on a 114 with no advance is not going to perform well with the plastic intakes: With an IVC of 52.5 degrees, it's going to be forcing a power peak well past what the intake manifold is tuned for.
04-21-2006, 01:04 PM
#189
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Forgive the newbness, but would the 224/228 .637/.639 110LSA (+0) cam work well with a stock cuber with ported tb, ls6 IM and 205 heads with full exhaust? I ask because you're running a pretty trick setup that I probably won't ever get into. And by work well, I mean lots of power throughout the powerband.
04-21-2006, 01:21 PM
#190
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Originally Posted by Patrick G
I too, agree that you hit all the points. That's a very well thought out cam. Excellent valve events. Good IVC, good EVO, good overlap, good DCR, good everything! Should make power everywhere!
04-21-2006, 01:24 PM
#191
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Originally Posted by Steel Chicken
That is an awesome grind. Im looking for a cam to supplement my magnacharger, and I wont be buying until later this year, so im spending all my time now doing research...this looks like a great FI cam as well....
04-21-2006, 01:25 PM
#192
Originally Posted by Spinmonster
Yes, and I appreciate you taking the time to post all that info for me. I also have a great respect for the experiment.
I am not in favor of advancing the cam for the raising of the dcr. I was suggesting a static compression raise that will not have I/E valve timing issues. When you said the static is a constant for you, my question dies in the water. It is only how the DCR on the 237 being raised from a static compression increase would compare. Stating the limitations on those with 5.7 liter motors looking for a cam swap is putting a qualifier/limitation on the question. Running my 6 liter at 12:1 is easy to get to and for me what is optimum isnt the same. You are saying these facts within the limitations of not swapping anything on the motor. For a guy that is looking for more and doesnt have the fixed scr the question I asked is very different.
On the opinion of cam versus head swaps, I would have opted for thinner gaskets before going cam but I know Parttic has already optimised that with thinner gaskets.
I am not in favor of advancing the cam for the raising of the dcr. I was suggesting a static compression raise that will not have I/E valve timing issues. When you said the static is a constant for you, my question dies in the water. It is only how the DCR on the 237 being raised from a static compression increase would compare. Stating the limitations on those with 5.7 liter motors looking for a cam swap is putting a qualifier/limitation on the question. Running my 6 liter at 12:1 is easy to get to and for me what is optimum isnt the same. You are saying these facts within the limitations of not swapping anything on the motor. For a guy that is looking for more and doesnt have the fixed scr the question I asked is very different.
On the opinion of cam versus head swaps, I would have opted for thinner gaskets before going cam but I know Parttic has already optimised that with thinner gaskets.
04-21-2006, 01:59 PM
#194
Originally Posted by Beast96Z
Another thing to think about is, how is that SCR gonna run on pump gas? You'll be fine on the low-end while the DCR is still bleeding off compression, but once the motor is turning enough rpm's to over come DCR, then you may run into pinging issues. Then you'll have to turn down the tune, thus negating power that you could have had with a lower compression/ optimized cam. Or you could throw in race gas, whatever works for you.
04-21-2006, 02:42 PM
#195
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Wow some of this stuff makes my head hurt. 
Do you guys suggest the trad. split cams? I was looking at new reverse from patriot with 232/230 Dur. @.050 .580"/.580" Lift 110 LSA it is cheap, but I am newb so any help would be appreciated. Maybe that comp 224/230 be better for my dd street car that dont want to rev really high? Thanks
Do you guys suggest the trad. split cams? I was looking at new reverse from patriot with 232/230 Dur. @.050 .580"/.580" Lift 110 LSA it is cheap, but I am newb so any help would be appreciated. Maybe that comp 224/230 be better for my dd street car that dont want to rev really high? Thanks 
04-21-2006, 11:36 PM
#197
Originally Posted by Spinmonster
The dcr is what determines the ability to run on pump gas. You can run 13:1 (my race bike) on pump gas if there is a 8.7-8.8 dcr. Guys run 12.2:1 all the time on pump gas with bigger cams..... Scanned with no pinging.
04-22-2006, 12:59 AM
#198
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No I have no emissions here wouldn't pass with my exhaust anyways 
but I have 4.10s so dont think driveability will be a problem I do look at longevity though, and I do drive every day this is my only car so cant change springs every 10k or have insane cam. Just want nice street cam. You think this is too big for street or what? thanks
edit: looks like maybe 228/232 .588/.595 110 LSA 108 ICL comp XER lobes or the same with 224/230 would be better for street and dd car? But would the xer lobes cause problems with spring or valves or anything? I do need this to be reliable. thanks again
but I have 4.10s so dont think driveability will be a problem I do look at longevity though, and I do drive every day this is my only car so cant change springs every 10k or have insane cam. Just want nice street cam. You think this is too big for street or what? thanksedit: looks like maybe 228/232 .588/.595 110 LSA 108 ICL comp XER lobes or the same with 224/230 would be better for street and dd car? But would the xer lobes cause problems with spring or valves or anything? I do need this to be reliable. thanks again
Last edited by okls1; 04-22-2006 at 01:07 AM.
04-22-2006, 01:40 AM
#199
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your on the right track, something in the mid to high 220's would be a real nice grind for you.
The 228/232 110 + 0 or a 226/230 on a 111 + 1 would be my thoughts, just search around and do your own research.
Justin
The 228/232 110 + 0 or a 226/230 on a 111 + 1 would be my thoughts, just search around and do your own research.
Justin
04-22-2006, 07:20 AM
#200
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Okay, I'm gonna swallow my foot on this one... When y'all say XER or LSK lobes, what exactly does that mean? Brand name, different company grinds, WTF???