Whats the deal with going 110 on the LSA?
Thread Starter
Teching In
Joined: Dec 2001
Posts: 17
Likes: 0
From: Pottstown, PA
Whats the deal with going 110 on the LSA? Currently I'm running with the following mods(main ones):
ARE Stage II Heads(2.05/1.60)
CC 224/224 .561/.561 112
LS6 Intake
Grots w/ cats
SLP resonator exhaust
ASP Pulley
Right now this is my daily driver, however I may be picking up a 330xi and am considering going a little more radical on the WS6
I'm looking at a 226/234 .55x/.57x on a 110 and getting rid of the cats. It should shake like hell and sound bad-***, but will performance be hurt by going 110lsa with the LS1? Right now it runs pretty good, but it its just a weekend toy, I want it to sound like its on steroids and still be able to perform.
Thanks,
NS
[ December 19, 2001: Message edited by: Nightshift ]</p>
ARE Stage II Heads(2.05/1.60)
CC 224/224 .561/.561 112
LS6 Intake
Grots w/ cats
SLP resonator exhaust
ASP Pulley
Right now this is my daily driver, however I may be picking up a 330xi and am considering going a little more radical on the WS6
I'm looking at a 226/234 .55x/.57x on a 110 and getting rid of the cats. It should shake like hell and sound bad-***, but will performance be hurt by going 110lsa with the LS1? Right now it runs pretty good, but it its just a weekend toy, I want it to sound like its on steroids and still be able to perform.
Thanks,
NS
[ December 19, 2001: Message edited by: Nightshift ]</p>
Re: Whats the deal with going 110 on the LSA? I'm definitely no cam expert, but I'd say the 110 LSA is to keep all the duration from reving to high heaven. In other words, it will keep the powerband reasonable. <img src="gr_stretch.gif" border="0">
later,
Steve
later,
Steve
Re: Whats the deal with going 110 on the LSA? Yes, the GM ASA cam is on a 110 LSA. Be prepared to rev the **** out of your motor with this size cam. If you don't have the heads and compression to compensate for the added duration and overlap, you may actually go slower (ET wise) with the bigger cam. Sure, it will be a runner at very high rpms, but you may lose some meat in your mid-range which could ultimately make it a less-than-ideal choice. Don't fall victim to the bigger is better theory for cams, unless you are prepared to turn the motor A LOT tighter...we're talking 7000 rpms PLUS!
__________________
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.
Re: Whats the deal with going 110 on the LSA? Would it not make sense to run more compression since the overlap will bleed off a lot of it?
I ran two 111 LSA cams and I know that the senior cam designer at CompCams felt that 111 was about the least amount of LSA he would run in an LS1.
I ran two 111 LSA cams and I know that the senior cam designer at CompCams felt that 111 was about the least amount of LSA he would run in an LS1.
Thread Starter
Teching In
Joined: Dec 2001
Posts: 17
Likes: 0
From: Pottstown, PA
Re: Whats the deal with going 110 on the LSA? Patrick, John,
I do have some decent heads(see original post). They are also milled .030... think it around 10.7-8:1.
I'm just throwing around ideas right now. Mikey was running this cam on a 112 before the 427 and if I remember correctly, he was shifting it at 6600 with good results. His limiter was also set at 7000. He did have bigger(heavier) 2.08/1.625 valves, so I should be able to rev just as high without valve float, as the springs are the same, along with an upgraded oil pump. Also, shouldnt the 110 pull down the peak a small amount?
If I go this route, it would be a toy and set up for the qtr mile. 12-bolt, shocks, slicks, and a good clutch when I get the money up down the road.
Thanks,
Mike
I do have some decent heads(see original post). They are also milled .030... think it around 10.7-8:1.
I'm just throwing around ideas right now. Mikey was running this cam on a 112 before the 427 and if I remember correctly, he was shifting it at 6600 with good results. His limiter was also set at 7000. He did have bigger(heavier) 2.08/1.625 valves, so I should be able to rev just as high without valve float, as the springs are the same, along with an upgraded oil pump. Also, shouldnt the 110 pull down the peak a small amount?
If I go this route, it would be a toy and set up for the qtr mile. 12-bolt, shocks, slicks, and a good clutch when I get the money up down the road.
Thanks,
Mike
Trending Topics
Re: Whats the deal with going 110 on the LSA? If it works, hook me up with your current cam..... I am looking for a 112LSA cam now... Heads will be coming soon and the TPIS is to mellow for the performance I want...
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iTrader: (21)
Joined: Nov 2001
Posts: 5,133
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From: Baton Rouge, LA
Re: Whats the deal with going 110 on the LSA? [quote]Originally posted by ChrisB:
<strong>
You are trying to drive me crazy, aren't you <img src="gr_stretch.gif" border="0"> I think we argued this about 50x on LS1.com
</strong><hr></blockquote>
LOL, I was just waiting to see how long it was before you posted. <img src="gr_tounge.gif" border="0">
<strong>
You are trying to drive me crazy, aren't you <img src="gr_stretch.gif" border="0"> I think we argued this about 50x on LS1.com
</strong><hr></blockquote>
LOL, I was just waiting to see how long it was before you posted. <img src="gr_tounge.gif" border="0">
TECH Addict
Joined: Nov 2001
Posts: 2,207
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From: College Station, Tx
Re: Whats the deal with going 110 on the LSA? [quote]Originally posted by Pro Stock John:
<strong>Would it not make sense to run more compression since the overlap will bleed off a lot of it?</strong><hr></blockquote>
You are trying to drive me crazy, aren't you <img src="gr_stretch.gif" border="0"> I think we argued this about 50x on LS1.com
Overlap does NOT bleed off compression. Your dynamic compression is determined mainly by when your intake valve *closes*, and when you actually burn the total pressure will also be effected by when the exhaust valve opens.
Conversely overlap is the period where the exhaust valve is closing and intake valve is opening.
reducing the LSA will increase overlap - which may give you something of an internal EGR, but will not have a large effect on compression. reducing LSA *will* make the intake/exhaust close sooner. This will give you *much* more compression.
If you want to "bleed off" compression you need a WIDER lsa or more duration, but not a narrower LSA.
Chris
<strong>Would it not make sense to run more compression since the overlap will bleed off a lot of it?</strong><hr></blockquote>
You are trying to drive me crazy, aren't you <img src="gr_stretch.gif" border="0"> I think we argued this about 50x on LS1.com
Overlap does NOT bleed off compression. Your dynamic compression is determined mainly by when your intake valve *closes*, and when you actually burn the total pressure will also be effected by when the exhaust valve opens.
Conversely overlap is the period where the exhaust valve is closing and intake valve is opening.
reducing the LSA will increase overlap - which may give you something of an internal EGR, but will not have a large effect on compression. reducing LSA *will* make the intake/exhaust close sooner. This will give you *much* more compression.
If you want to "bleed off" compression you need a WIDER lsa or more duration, but not a narrower LSA.
Chris
