miami993c297

iTrader: (6)

When you are speaking of those adjustments about valve events in a ONE DEGREE tolerance, are we considering the mounting of the camshaft :

- "dot to dot" arriving from your provider ???
- or has it to be set-up with an adjustable timing chain kit and properly degreed to really match your calculations ???

Any opinion related to one option or the other from experts ??

Christian

hammertime

iTrader: (1)

With any luck, your cam grinder has ground your cam to the exact durations, LSA and ICL specified. Degreeing the cam is your way to check their work and ensure that it is installed at the correct (desired) ICL. If a 110 +2 cam is installed in a car with stock heads, but is found to be ground at 110 ICL, you are losing DCR and low end torque. Advancing it +2 or +4 will give a boost to DCR and low end performance, perhaps at the expense of some of the top end pull.

miami993c297

iTrader: (6)

Hi Hammertime,

That is my opinion and it is why when I ordered to THUNDER my 228/230 .639-.592 @ 112 LSA I ordered it on a +0 and went with the adjustable timing chain kit to adjust my ICL where I wanted...(IVC between 43° and 46° depending of researched DRC vs octane fuel used)

In term of industry, the process of machining the LSA is in the cam seems in a normal range of tolerance, the way the ICL is build in seems less accurate.

Then at the end if I understand clearly, you order your custom cam on a defined LSA + 0 and apply your advance or retard through degreeing the cam (@0.050) when mounting it in the engine to match you needed application, is that correct ??

Christian

PREDATOR-Z

This is actualy the "right" way to do it.
Anyone that knows his stuff about cam always orders them on 0 advance

SSpdDmon

iTrader: (10)

Then, ordering it with the advance ground in really is just a way to avoid running an adjustable timing chain (assuming all lines up right)???

hammertime

iTrader: (1)

Yes and No. Many cam grinders add a few degrees advance in an effort to save us from ourselves. Too many people order a cam for the sound, and therefore go much bigger than needed. Advancing a cam 4 degrees will help increase the DCR and low end torque and throttle response in an otherwise over-cammed car.
I think what PREDATOR-Z may have been implying is that when you select the VE's to do what is intended, no advance is necessary.

bad6as

iTrader: (17)

a 227/231 on lsk lobes 110 +0 or 2 or 4
stock heads, looking for a 6500 shift point what advance would you sugust? and i think that would make about 400hp 400tq, wouldent it?

N4cer

iTrader: (11)

Interesting. Are there advantages to having the exhaust side as an LSK lobe too?

DeviLs1

iTrader: (1)

okay i have a custom grind comp cam 232/238 its on a 112+4.. My cam peaks at 6200. (says so on cam card) but on the dyno, it starts flatlining more around 6350-6400.. so just for ***** i had my rev limiter set to 6800.. So basically what you guys are saying is my 112 lsa is more like a 108 ?..

I love my cam. i wouldnt trade it for anything, it put down good #s! And i am still on a stock ls1 intake manifold and no pulley.. And she drives like stock(good tune)

99 bad aSS

iTrader: (3)

tr 224/224 is the best cam EVER designed. Nothing can even compare. And I base this on absolutley nothing.

Ice Knight

iTrader: (9)

How much lift is on that cam? sounds like a good one, to my noob ears...eyes rather...

Oh, and do you happen to have a dyno chart you could post?

Or atleast say how much torque you made at 2500rpms?

SSpdDmon

iTrader: (10)

232/238 w/ p&p 241's and I'm about 275~285rwtq there...

seadoo

am I correct in assuming that a 228/232 .588/.592 110+2 is equal to a 110LSA 106 ICL ??? hence raising the DCR?

N4cer

iTrader: (11)

110+2 means it's a 110LSA on a 108ICL (2 degrees advance ground in).

seadoo

im sorry, I ment 106... thanks!

bad6as

iTrader: (17)

i was going with the lsk lobes on the cam i posted above but im changing my mine again and going cam and n20.
ill get the 228/232 on xer lobes 110 lsa but im not sure how much advance to have ground in. i do not want to shift over 6500 do to the 98 oiling problems in the block and teh weaker rod bolts and its got 95k on it so with that cam and a 100-150 dry shot and not spining over 6500 how much advance? maby even a lower lsa?

pdd

iTrader: (3)

+1 would be abdc 43 and +2 would be abdc 42. so probably a +2 advance. i did a custom comp cam xe-R 228 232 111+1. i got it in the mail it was 229.2 and 232.5 111.4, so it wont be exact which sux when u figure for exact valve events, and dcr. the 111.4 LSA and intake over 229 really blows, so i called were i bought the cam and thats within tolerable exceptions

bad6as

iTrader: (17)

what a bout a lower lsa how would that do?

BlackHawk T/A

iTrader: (3)

You won't even notice it.

Instead of playing with LSA, play with the overlap. You don't tune an engine with LSA. If you are really concerned with the engines powerband, lower your duration a degree or two.

Personally the cam I spec'ed for myself for a 346 LS1 was 226/230 110, no advance.

bad6as

iTrader: (17)

i read in a earler post from predator z
a 228/232 on xer on a 110+2 peaks at 6200 and carries to 6500 + or - 100rpm
on stock heads that has a 7.91 dcr
with the mods in my sig, and a pulley and a ls6 im and a 100-150 would that get me low 11's on spray and 12.0's n/a?