JakeFusion

iTrader: (7)

MTI also grounds +4 into their cams, so really it's a 108 ICL.

Refer to my post here for more information on DCR and ICL. LSA is part of it, but the ICL in relation to the LSA is what determines the valve events and DCR, and thus why such an understanding of the two is vital to proper camshaft selection. Also overlap is what determine ultimate power and idle--large cams on a 112 with more overlap than a smaller cam on a 108 will idle shittier. Of course, raising or lowering the idle RPM will affect the idle quality just the same.

Personally, I think the 234/238 110+1 (not +2) Comp XE-R is a great grind. But it may be best suited to AFR 205s. The high velocity heads allow a slightly larger grind, and the valve events of the 234/238 on a 109 ICL are balanced near perfectly to what Tony always recommends for the AFR heads.

Btw, Patrick, the FAST 90 has some limiting effects--but in talking with tuners that build mega strokers (441+) for Vettes, they are pushing 580-600rwhp with LS6 heads and a FAST 90 in M6s and 550rwhp+ on A4s. I think a lot of power could be realized from a better intake that is tuned more appropriately; but even on jinormous engines, it still peaks around ~6300. I find that interesting.

JakeFusion

iTrader: (7)

Also, I advocate 113 or 114 on big engines, simply because you can't peak at 5200 and expect to do much with it--this isn't an L98 afterall. Most hydraulic grinds simply aren't big enough that if ground on a 110 they'd make peak power high enough to take advantage of the cubic inches. Also, the off-the-shelf heads and pistons out there for 402/408s produce a decent compression ratio, allowing for big cams with wide LSAs to have acceptable DCR numbers.

nokeman

iTrader: (30)

So going with the 108 ICL will be better than the 106. Ok 108 it is.

Well if there is not much of a difference between a 108 and 106, than there will be basically no difference between a 108 and a 109 ICL. I certainly wont have enough money for AFR's any time soon so Im not too worried about it matching up perfectly with them.

Its simply amazing to me how much goes into cams and these engines and all. It just blows my ming! I hope people put a lot of research into selecting thier cam because after this an some other threads, theres much more that goes into it than just lift, LSA, etc. Thanks for all the info guys!

nokeman

iTrader: (30)

Jake, Im only working with my little 346 so 113 and 114 wont fit my situation aswell. Maybe one day Ill be lucky enough to have a 402 ci engine. I think Im becomming obssesed with my car...its a money pit already and I dont even makke very much money. Wait till I get RICH!!!!!!!

JakeFusion

iTrader: (7)

I know how you feel. My wife hates the Vette BIG TIME. Oh well, 402s are fairly economical versus a forged 346, but I've got the itch for a 447... Resleeved LS2 4.155 bore with 4.125 stroke. Should knock down another 60-80rwhp over the 402s out there with a smaller cam. Ah, nothing like burning through money.

nokeman

iTrader: (30)

HAHAHA your crazy!! I predict after 6 months of the 447 you will try to get a 572 in that beast . By the way is that even possible or has anyone ever tried putting a 572 in a camaro or firebird? That would just be nuts!

JakeFusion

iTrader: (7)

They have the K-Members with BBC motor mounts. A carb engine would be a breeze to swap in.