Torque coming out of my EARS! (cam change)
05-07-2006, 11:08 PM
#321
Originally Posted by Spinmonster
I think some people missed the point with gaining 16-17% at 2500 rpms. The peak power differences wouldnt mean much. It's a small cam. At the very minimum, he demonstrated how the math works in the real world. DCR, overlap, lift, valve events all coming together to do exactly as he predicted. In my book, the man met the goal.
05-08-2006, 12:13 AM
#322
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Originally Posted by xfactor_pitbulls
Patrick, it sounds like your setup has done pretty well. Honestly I expected alittle more, torque or horsepower. 460/410 is strong, but nothing out of the ordinary. Especially being the knowledge you have in tuning and supporting mods. ****, my 231/237 put down 460/410. My 241 stage 2 head, I am shooting for 480/420 with a few changes. Do you think there is something missing somewhere?
Brandon
Brandon
With 7' less intake and 9' less exhaust valve timing and the picked up low end TQ, I think it's great.
Last edited by 2c5s; 05-10-2006 at 10:27 AM.
05-08-2006, 07:22 AM
#323
6600 rpm clutch dump of death Administrator
And here's the dyno sheet:
And updated signature:
And updated signature:
Also, do you have the files from your dyno runs? They can be loaded up into the Dynojet run viewer. I know it isn't an exact scientific comparison, and we have the spreadsheet to help us out now. But I was just wondering.
Anyhow, good work...
05-08-2006, 08:52 AM
#324
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Originally Posted by Spinmonster
I think some people missed the point with gaining 16-17% at 2500 rpms. The peak power differences wouldnt mean much. It's a small cam. At the very minimum, he demonstrated how the math works in the real world. DCR, overlap, lift, valve events all coming together to do exactly as he predicted. In my book, the man met the goal.
Brandon
05-09-2006, 07:56 PM
#325
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don't know if this was asked but i am going to ask anyways,
was this "new" grind difficult to tune as stated about the Trak ??
and will this new grind work with a 3200 stall ??
was this "new" grind difficult to tune as stated about the Trak ??
and will this new grind work with a 3200 stall ??
05-09-2006, 08:56 PM
#327
Originally Posted by JakeFusion™
One thing to note, I think an X-pipe and a merge collector header would produce even more low end power with Patrick's setup.
Hey Jake... what do you think about 350 rwtq at 2400rpm...
350rwtq by 2400rpm with no FAST
***EDIT***
Oops.. you changed your post....
05-09-2006, 08:59 PM
#328
Yeah, the point I was going to make wasn't valid after I looked at the graph again.
SideStep, that's the XE-R 232/236 114+1? The LG headers are awesome for low end power, plus the Vette has a better exhaust setup anyway (X vs Y-Pipe), and the AFR 205s are better in terms of velocity for low RPMs.
Also, this is a great example of not having low end grunt...
SideStep, that's the XE-R 232/236 114+1? The LG headers are awesome for low end power, plus the Vette has a better exhaust setup anyway (X vs Y-Pipe), and the AFR 205s are better in terms of velocity for low RPMs.
Also, this is a great example of not having low end grunt...
05-09-2006, 09:02 PM
#329
Originally Posted by JakeFusion™
Yeah, the point I was going to make wasn't valid after I looked at the graph again.
SideStep, that's the XE-R 232/236 114+1?
Also, this is a great example of not having low end grunt..
SideStep, that's the XE-R 232/236 114+1?
Also, this is a great example of not having low end grunt..
Actually that was my F13 (112+4).... great road/street race cam....
05-10-2006, 04:54 PM
#332
Originally Posted by flippin
How do you think these specs would turn out on a full-bolt on car, but with no heads
__________________
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.
05-10-2006, 09:05 PM
#333
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Originally Posted by Patrick G
The Torque Cam would work very well with a bolt-on vehicle with stock heads. The fact that it gives you fairly high dynamic compression while still allowing high rpm power is a rare combination.
How well would you expect this cam to work with a SY3500?
Thanks
05-10-2006, 09:26 PM
#334
Originally Posted by Torqued
How well would you expect this cam to work with a SY3500?
Thanks
Thanks
__________________
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.
05-19-2006, 06:07 PM
#336
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Originally Posted by xfactor_pitbulls
No, I didnt miss the point. My point was just that it would not be that noticable for such a short window of time, maybe i am wrong. Thats just what I get from it on paper. I am not trying to take anything away from the situation, just state my opinion. AFRs, Ported Fast, etc, it doesnt seem like that amazing of a setup.
Originally Posted by Patrick.G
Since I liked the street manners of the 114LSA cam, but I wanted lots more torque, I asked Thunder Racing to grind me up a Super Torquey cam that would have excellent street manners.
Here's what they came up with;
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam. Here's why; My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
Here's what they came up with;
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam. Here's why; My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
05-20-2006, 08:40 AM
#338
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Originally Posted by slt200mph
The cam did exactly what it was supposed to do..make power under the curve. If your on the street that is where you want it...After much talking with Patrick I decided to have one built to the same specs..it is going in this weekend.. 
05-23-2006, 07:45 PM
#339
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First of all, congrats on the cam. Sounds like you got everything you were looking for.
Question 1. I was looking at the Spreadsheet calculator and I don't know if I'm missing something, or if it doesn't work correctly for DCR. Seemed the only way to change the DCR values is to change the volume of the chamber, and changing the cam had nothing to do with it. How are you able to compute your DCR with different cams?
Question 2. I've seen the difference in an XE/XE-R/LSK lobe is based on .006 minus .050 ID. Is there a standard value for .050 minus .200 ID for each as well?
Question 3. Do you think the power under the curve comes more from the valve events, the high lift, or the LSK lobe design? I was thinking of trying to make a similar VE with perhaps an XE design.
Question 1. I was looking at the Spreadsheet calculator and I don't know if I'm missing something, or if it doesn't work correctly for DCR. Seemed the only way to change the DCR values is to change the volume of the chamber, and changing the cam had nothing to do with it. How are you able to compute your DCR with different cams?
Question 2. I've seen the difference in an XE/XE-R/LSK lobe is based on .006 minus .050 ID. Is there a standard value for .050 minus .200 ID for each as well?
Question 3. Do you think the power under the curve comes more from the valve events, the high lift, or the LSK lobe design? I was thinking of trying to make a similar VE with perhaps an XE design.
05-23-2006, 08:01 PM
#340
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Originally Posted by Purdone
First of all, congrats on the cam. Sounds like you got everything you were looking for.
Question 1. I was looking at the Spreadsheet calculator and I don't know if I'm missing something, or if it doesn't work correctly for DCR. Seemed the only way to change the DCR values is to change the volume of the chamber, and changing the cam had nothing to do with it. How are you able to compute your DCR with different cams?
Question 2. I've seen the difference in an XE/XE-R/LSK lobe is based on .006 minus .050 ID. Is there a standard value for .050 minus .200 ID for each as well?
Question 3. Do you think the power under the curve comes more from the valve events, the high lift, or the LSK lobe design? I was thinking of trying to make a similar VE with perhaps an XE design.
Question 1. I was looking at the Spreadsheet calculator and I don't know if I'm missing something, or if it doesn't work correctly for DCR. Seemed the only way to change the DCR values is to change the volume of the chamber, and changing the cam had nothing to do with it. How are you able to compute your DCR with different cams?
Question 2. I've seen the difference in an XE/XE-R/LSK lobe is based on .006 minus .050 ID. Is there a standard value for .050 minus .200 ID for each as well?
Question 3. Do you think the power under the curve comes more from the valve events, the high lift, or the LSK lobe design? I was thinking of trying to make a similar VE with perhaps an XE design.