Will a 110 LSA fit...?
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.
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.
Originally Posted by 408WS6
PS - I chose a 114* lsa for my new 408 and Bryan at Late Model Engines assisted me in determining the numbers for that grind. This motor should put 500 to the wheels easily. I just started it up for the first time yesterday and it sounds GREAT.
It is my opinion and my opinion only to not get to crazy when trying to come up with a cam grind for a basically stock motor. There is no clear answer to these questions when it comes to camshaft selection which is stated in the FAQ.
It is my opinion and my opinion only to not get to crazy when trying to come up with a cam grind for a basically stock motor. There is no clear answer to these questions when it comes to camshaft selection which is stated in the FAQ.
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!
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.
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!
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!!!!!!! 
Originally Posted by nokeman
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!!!!!!!
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!
. 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!
Originally Posted by nokeman
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!
. 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!
