ArcticZ28

iTrader: (14)

Anything in this range is obviously not optimal for our setups or else more people would be running them, but why? Just curious as to why our engines/heads like a 110 LSA (assuming a 106 ICL as most of the off the shelf cams have 4 degrees ground in as a band-aid for overcammin').

hammertime

iTrader: (1)

I'd really like to try the 224/228 torque cam on a 108 LSA, 108 ICL. Seems like it should be more of a good thing, and a little more lope than with the more common 112 and 110 LSA cams out there.

ArcticZ28

iTrader: (14)

Well from what I've heard, our setups like a 110 LSA (with 4 degrees ground in?). I'm just not sure as to why that is and also why a lower ICL or LSA would not be beneficial.

orangeapeel

iTrader: (18)

If you are grinding that cam that way for lope....you need to read more about cams. You would have 10° of overlap. It would lope, but it would probably not be the best functioning grind out there.

Ragtop 99

iTrader: (7)

Nothing magic about 110 LSA. As you move into the higher duration cams reducing the LSA to 108 or 106 will help keep the powerband in useful range. For example a 242/246 110 106 cam has 24* overlap but will peak fairly high and have a high roll off due to its bias. A 236/240 107 106 will have a stronger midrange and pull to a decent rpm.

I also don't have a problem with the 224/228 108 108 if you are building a street car where power at 3000 rpm is important and you can shift at 6400. It will actually carry as well or better up top than a 110 LSA installed +4 on a car would a good exhaust setup. You could still use a 106 ICL if you are trying for a very high DCR on stock heads and it will have less bias because only 2* advance is needed. An EVO of 44 will be fine if shifted at 6400 and the exhaust flows well.

ArcticZ28

iTrader: (14)

Than what is this I've hear from Patrick G (I believe) that our cars like a 110 LSA?

Beast96Z

iTrader: (21)

Just saying our cars like a 110LSA is a very broad out look. With a givin set of specs, the car might like the 110, but change those specs, and it may no longer need a 110. The reason you don't see alot of people doing it is because of the driveability factor. 110 and tighter get into some rough driving with our intake systems. And to add to the advavnce thing, using advance to lower IVC on a big cam to keep power useable is a horrendous way to go. More times than not, you'll hurt yourself more than you'll help. You should keep the cam on the side it performs best on (intake or exaust biased) and either lower the specs, or increase SCR to make up for short comings.

hammertime

iTrader: (1)

I'm not looking for drag only, high-rpm power, as my car is 98% street driven. I'd like to start building power at low engine speeds and carry it to about 6500 or so. I'm looking to boost mid-range power, with durations that have proven adequate to get to 450rwhp with good heads (AFR 205's, milled to 59cc) and supporting mods.

Oh, and I'd like it to lope some....

Sean Collins

Lets stop for 5 seconds here and think about this. A tighter LSA does what exactly ?? It increases overlap.here is a good example of a tight 110 lsa camshaft 226 232 110lsa 108 icl. Here is an example of a not so good LSA 248 256 110 lsa with a 106 icl. LSA can play havoc with a car and more then just driveability. Tighter LSA camshafts are very sensitive to exhuast problems,Intake Manifolds and Compresion (static) You are almost always better off ( blanket statment here) with a wider LSA in most LS1 LS6 Or other plenumram manifold applications.the optimum Pulse timming is a moving target and changes with everything from bore size to displacement to exhuast problems like header design etc. First you should pick your desired power band. figure out which lobes will best work in terms of lift and duration to fill the cylinder in that power band then calculate LSA and then ICL to polish off. If you start from LSA and work backwards you will end up with a very exspensive paper wieght that doesn't help but hurts your car. Do not ask me for cam specs. I will only provide insight into how to properly select a camshaft. on the list though you should start like this

Displacement
Cylinder Head
Intake Manifold
Headers
Exhuast ( system or dumps etc)
Compression

Why do i say compression last. Becuase you can use Comrpession to get back Some DCR( i know its the new buzzword how funny) but you must accurately model the intake and exhuast and have a very good understanding of their behavoirs.If you are looking for a fast and dirty answer join the rest of us becuase we are all looking to,

CHRISPY

Guys please read a few of the cam discussion threads here. LSA is just a byproduct of chosen valve events. There is a lot of good discussion on this.

LIL SS

iTrader: (9)

BTW, if you re interested how a cam will work on a 108icl/lsa, I'll be sure to post my results of my XER 223/228 108/108.. The reason I chose this cams set up is I am going to be using it in my truck which will be a tow vehicle for my Camaro. I wanted as much low end TQ as possible and did not want to rev to the moon. I'll be happy shifting at 6300-6500 rpm.

pist0lpete

iTrader: (3)

Reducing the lsa below 112 or 110 is of course going to reduce idle quality especially as the overlap numbers increase. However, alot of the australian guys have had a lot of success with larger 108 and 106 lsa cams using ITB intakes. I wish I had a link to one of their videos but these cams are idling nearly like stock with the ITB. Of course its not a cheap route to go but an interesting one nonetheless.

PREDATOR-Z

Sean mentionned an important point as well as Pistolpete, "the intake".
ITBs for overlap control, why? Our intake design doesn't like pulses below a certain value? But I think it has to do with Maf Vs SD tunes as well.

This is where dynosheets are nice. You actualy look at your power curve. I, personaly am a big fan of high trq almost flatline curve. I think using LSA/ICL is a good form of tuning the cam to the motor powerband desired.