Asmodeus

That looks VERY similar to the cam Thunder Racing specced out for me.. it's in my Sig.

miami993c297

iTrader: (6)

Hi Asmodeus,

The final cam card from Thunder gives an intake number so close from yours on the LSK lobe....you like it for sure !!!

I choosed to have my cam (actually to sell) on a 112 LSA straight to have the opportunity to adjust my advance or retard as I wanted with my adjusting timing set.

I can go with this choice from 112 LSA + 4 to 112 LSA - 4 which is from a 108 ICL to 116 ICL and have my IVC perfectly balanced and adjusted with my desired SCR.
I could manage the opportunity to run 91 octane or 93 octane or Race fuel to extract the last drop from this camshaft and still have it driving so docilely in traffic....

Christian

seawolf18

iTrader: (18)

I would get a Custom grind like a 228/230 .588/.592 on 110 +2

Camaro99SS

iTrader: (4)

A Torquer 2 cam from Texas Speed with 112LSA with +4 advance would work well. There are a number of cam only cars with this cam that run well even with stock gearing. Like any decent sized cam, you will need a good tune to retain good driveability.

Jason

slimcracka

iTrader: (7)

228r ftw!

cws T/A

iTrader: (3)

Some of you have read this , some might have missed it if so read up . This is topnotch information for lsx'ers . different qoutes written by Patrick G

The problem with using a wide LSA, large duration cam is that most people are only running 10.5-11.5:1 static compression. If that's all you have, it's difficult to get the dynamic compression up into the mid 8s. Funny, lots of people are trying to run cams designed to go into 12.5:1 SCR race motors and expecting them to be torquey with their 11.0:1 motors, LOL. Sure you can raise static compression to bring your DCR to an appropriate level. But for 98% of those on this board, running a 12.0:1+ SCR motor is out of their realm.

Also, you have to remember, that if you're running an LS6 or a FAST intake, you get very counter-productive when you close the intake valve later than 46 degrees ADBC in a 346 and 50 degrees in a 408. The tuned runner length of those manifolds are going to force a torque peak around 4800 and a power peak around 6300. Closing the intake valve past those points only fight the natural point as to where the motor is wanting to peak. That's why a 237 duration intake lobe on a 114 with no advance is not going to perform well with the plastic intakes: With an IVC of 52.5 degrees, it's going to be forcing a power peak well past what the intake manifold is tuned for.

So even if you got used 13.0:1 SCR to bring the DCR up to 8.8:1, you would still not be working with the manifold...you'd be fighting it. And when you fight the intake manifold, you limit the maximum power production under the curve.

In a nutshell, the 224/228 110LSA cam was better 20-40 rwtq than both the 233/234 112LSA TRak cam and 234/238 114LSA XER cam in the mid-range and equalled the XER cam on peak power while only giving up 2-3 rwhp to the TRak up high. Exactly what I was feeling with my butt and exactly what my logging software was telling me.

233/235 .644/598 112LSA +2 TRak cam
234/238 .598/.605 114LSA +2 XE-R cam
224/228 .637/.639 110LSA +0 Torque Cam

Here's how the numbers compare between the cams (averaged):
.......TRak cam..XE-R cam..Torque Cam (rwhp/rwtq)
2500...130/290..128/270...150/320
3000...191/335..183/320...200/350
3500...247/370..233/350...247/370
4000...289/380..282/370...290/382
4500...343/400..338/395...345/402
4800...367/402..366/400...375/410
5000...383/402..381/400...387/406
5500...419/400..416/398...428/409
6000...455/398..453/397...452/396
6300...461/384..458/382...459/383
6500...461/372..458/370...459/371
7000...454/341..452/339...446/335

It would boggle your mind how many cam swaps I've done over the years. I always dynoed every new combination and always tested it at the strip as well. I've been cam swapping since early '99 on these motors. I lost count after 20 of my own personal cam swaps (and that's not counting the dozens of swaps I've done with friends cars).

What I've found is that cam-only LS1s tend to like LSAs in the 109-110 range. Just look at the T-Rex and how well it does. Think about it...it's not the duration alone that makes it so killer...it's the LSA (109-110). If duration alone was king, the wide LSA HPE S cam would hold all the cam-only titles.

As you increase static compression, you can ease off LSA a tad. That's why heads/cam motors with 11-11.5:1 SCR seem to like 110-111LSA best. As you increase displacement, the valve area per displacement begins to diminish, making the motor more sensitve to overlap. More is better in this case. Again, 109-111LSA tends to work best with 402-450 CID LS1s.

The problem with most users on this board is that they choose a cam with too much duration and too wide of an LSA. Ideally, our motors work best with an LSA between 109-111. Lower compression motors (cam-only) work better with 109-110LSA where high compression motors work better with 1110-111LSA. The motor will make more power down low and up high with the LSA that it needs.

Even with a high stall converter, a properly chosen cam (narrower LSA and smaller duration) will walk all over the typical wide LSA cam so popular on this board. Why? It's called area under the curve. When you have more torque, you'll have more hp too. With more area under the curve, the converter will flash higher, giving you a stronger 60' time and it will have higher shift extension rpm because of the added hp in the 5000-5500 rpm range

https://ls1tech.com/forums/showpost....&postcount=189

allngn_c5

iTrader: (3)

g5x3 in my opinion. They also have the g5x1 and g5x2 cams if the x3 is to much......Good luck on your choice.......