Need Patrick G's advice on cam selction
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From: Long Island, NY
Need Patrick G's advice on cam selction Hey Patrick,
I was going X3/MS3 style but after reading all this stuff about low DCR and power under the curve Id like to optimize my cam choice. I could have a custom grind there is no problem with that.
I have a 2003 zo6 which is stock internally, but externally she has a intake and set of TPIS Longtubes. I am also using a TNT f1 kit and spraying a 100.
My ulimate plan is to have a heads and cam FORGED internaled 346ci motor.
Would like to make 500rwhp (with a set of AFRs or ETPs) or close to that with all the boltons and spray a 200 shot.
But for this season I am just upgrading the cam and vavletrain but leaving the motor stock. I would do the rest (heads and lower end) next season or so.
So what would be your recommendation on a cam that would work for me well.
Not a daily driver but driven alot. Dont want a drag only setup. But want something aggressive that will make me big power and under the curve and also on the bottle.
Thanks for you time and advice
-Zee
I was going X3/MS3 style but after reading all this stuff about low DCR and power under the curve Id like to optimize my cam choice. I could have a custom grind there is no problem with that.
I have a 2003 zo6 which is stock internally, but externally she has a intake and set of TPIS Longtubes. I am also using a TNT f1 kit and spraying a 100.
My ulimate plan is to have a heads and cam FORGED internaled 346ci motor.
Would like to make 500rwhp (with a set of AFRs or ETPs) or close to that with all the boltons and spray a 200 shot.
But for this season I am just upgrading the cam and vavletrain but leaving the motor stock. I would do the rest (heads and lower end) next season or so.
So what would be your recommendation on a cam that would work for me well.
Not a daily driver but driven alot. Dont want a drag only setup. But want something aggressive that will make me big power and under the curve and also on the bottle.
Thanks for you time and advice
-Zee
Last edited by CraZee ZO6; Apr 30, 2006 at 03:08 PM.
If you're leaning toward a drag setup and don't mind giving up some street manners, I'd recommend a high lift version of the T-Rex:
239/247 .649/656" 109LSA +1
....................... 0.006 0.050 0.200
Intake Duration - ID 289 239 164 2130 LSK Lobe .649 lift
Exhaust Duration - ED 297 247 171 2132 LSK Lobe .656 lift
Lobe Center Angle - LSA 109 109 109
Intake Centerline - ICL 108 108 108
Intake Valve opens - IVO 36.5 11.5 -26 BTDC
Intake Valve closes - IVC 72.5 47.5 10 ABDC
Exhaust Valve Opens - EVO 78.5 53.5 15.5 BBDC
Exhaust Valve Closes - EVC 38.5 13.5 -24.5 ATDC
Exhaust Centerline - ECL 110 110 110
Overlap..................... 75 25 -50.5 degrees
239/247 .649/656" 109LSA +1
....................... 0.006 0.050 0.200
Intake Duration - ID 289 239 164 2130 LSK Lobe .649 lift
Exhaust Duration - ED 297 247 171 2132 LSK Lobe .656 lift
Lobe Center Angle - LSA 109 109 109
Intake Centerline - ICL 108 108 108
Intake Valve opens - IVO 36.5 11.5 -26 BTDC
Intake Valve closes - IVC 72.5 47.5 10 ABDC
Exhaust Valve Opens - EVO 78.5 53.5 15.5 BBDC
Exhaust Valve Closes - EVC 38.5 13.5 -24.5 ATDC
Exhaust Centerline - ECL 110 110 110
Overlap..................... 75 25 -50.5 degrees
__________________
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.
Thread Starter
TECH Resident
Joined: Dec 2003
Posts: 797
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From: Long Island, NY
Thank you!
But would this work well with heads in the future?
I dont want to fly cut pistons.
If I wanted slightly better drivability?
Its definetly more of a street car than drag car.
Those specs soundbut badass maybe a little to big?
You tell me how a cam like that would work on the street for driving. Surge below 2k?
Where would this cam bring my DCR up to.
Others can input what they feel also.
But would this work well with heads in the future?
I dont want to fly cut pistons.
If I wanted slightly better drivability?
Its definetly more of a street car than drag car.
Those specs soundbut badass maybe a little to big?
You tell me how a cam like that would work on the street for driving. Surge below 2k?
Where would this cam bring my DCR up to.
Others can input what they feel also.
Last edited by CraZee ZO6; Apr 30, 2006 at 04:19 PM.
Thank you!
But would this work well with heads in the future?
I'm recommending this cam based on future heads more than current stock heads.
I dont want to fly cut pistons.
You mentioned forged internal in future. Forged pistons typically come with valve reliefs. You won't need to flycut with stock heads, but with ported heads, big valves and small combustion chamber, you'll definitely need valve reliefs.
If I wanted slightly better drivability?
You can so smaller, but you may want to give up your goal of 500 rwhp with 346 cubic inches without a power adder.
Its definetly more of a street car than drag car.
Seemed more drag oriented by your first post.
Those specs soundbut badass maybe a little too big?
You tell me how a cam like that would work on the street for driving. Surge below 2k?
It would be OK with a very good speed density tune. I wouldn't want to drive it every day. It's more for a weekend toy and race oriented car.
Where would this cam bring my DCR up to?
With 11.5:1 static compression, your DCR would be around 8.6:1. Perfect for lots of area under the curve.
But would this work well with heads in the future?
I'm recommending this cam based on future heads more than current stock heads.
I dont want to fly cut pistons.
You mentioned forged internal in future. Forged pistons typically come with valve reliefs. You won't need to flycut with stock heads, but with ported heads, big valves and small combustion chamber, you'll definitely need valve reliefs.
If I wanted slightly better drivability?
You can so smaller, but you may want to give up your goal of 500 rwhp with 346 cubic inches without a power adder.
Its definetly more of a street car than drag car.
Seemed more drag oriented by your first post.
Those specs soundbut badass maybe a little too big?
You tell me how a cam like that would work on the street for driving. Surge below 2k?
It would be OK with a very good speed density tune. I wouldn't want to drive it every day. It's more for a weekend toy and race oriented car.
Where would this cam bring my DCR up to?
With 11.5:1 static compression, your DCR would be around 8.6:1. Perfect for lots of area under the curve.
Thread Starter
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Joined: Dec 2003
Posts: 797
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From: Long Island, NY
Ok thanks alot for you time again. Very much appreciated.
If you were to go with the same idea but wanted a little more streetability what would you use then?
I am willing to give up the 500rwhp for a close to # with more streetability.
I see with your street cam your at 470+rwhp.
Would it be the cam your using now or is there something in between you could spec out.
If you were to go with the same idea but wanted a little more streetability what would you use then?
I am willing to give up the 500rwhp for a close to # with more streetability.
I see with your street cam your at 470+rwhp.
Would it be the cam your using now or is there something in between you could spec out.
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Originally Posted by s346k
so why can more lift be used with lsk lobes and not xer lobes?
hrm, i must be missing something then. i thought max lift was exactly that - max lift, regardless of the ramp rate or duration, lsa, etc...the valve would only actually lift .x inches from the head...?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
Originally Posted by s346k
hrm, i must be missing something then. i thought max lift was exactly that - max lift, regardless of the ramp rate or duration, lsa, etc...the valve would only actually lift .x inches from the head...?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
Originally Posted by s346k
hrm, i must be missing something then. i thought max lift was exactly that - max lift, regardless of the ramp rate or duration, lsa, etc...the valve would only actually lift .x inches from the head...?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
i am guessing the valve closes faster with these aggressive ramps? is that what you're telling me? which would technically allow it to hang open - farther - longer?
judging by those specs (and others), if i custom ground a 238/246 .620/.625 on a 108+0 using lsk lobes, i would have no ptv issues on a stock headed motor?
Thats a bigass cam. I run an F13 and I wouldn't want to go much bigger than a 232/236 after driving this around. But then again I value drivability more then a magic number.
500hp on a 347 is not a super drivable combo. Unless you put some big money into the setup, that is not something you can just slap together and drive 60 miles a day and enjoy it. JMO.
And yes, Patrick did it, but he also didn't throw that combo together
500hp on a 347 is not a super drivable combo. Unless you put some big money into the setup, that is not something you can just slap together and drive 60 miles a day and enjoy it. JMO.
And yes, Patrick did it, but he also didn't throw that combo together
Originally Posted by cyphur_traq
Thats a bigass cam. I run an F13 and I wouldn't want to go much bigger than a 232/236 after driving this around. But then again I value drivability more then a magic number.
Originally Posted by Patrick G
That cam is going to be tight with a stock head, but it should fit. The exhaust is the main thing I'd be a little worried about.
Thread Starter
TECH Resident
Joined: Dec 2003
Posts: 797
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From: Long Island, NY
Ordering cam...
want something in between yoru current cam Pat and this monster!
????
Street Street/Drag Drag
your 228 cam ? 239/247 high lift.
Im thinking something along lines of 23x 23x with high lift #s...
want something in between yoru current cam Pat and this monster!
????
Street Street/Drag Drag
your 228 cam ? 239/247 high lift.
Im thinking something along lines of 23x 23x with high lift #s...
i'll have some numbers of my cam her in a few days, i'm running a 227/231 on a 112 + 2 on lsk lobes. Tho it ended up specing out to a 229/233.
A 231/235 on a 110 would be a reall mean cam using LSK lobes.
A 231/235 on a 110 would be a reall mean cam using LSK lobes.