Cam Guru's: What about this one?? Look inside...
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224/240 .636/.609 109+4
LSK/XE-R lobes
Intake Valve opens - IVO 31.5 7 -30.5
Intake Valve closes - IVC 61.5 37 -0.5
Exhaust Valve Opens - EVO 77.5 53 13.5
Exhaust Valve Closes - EVC 31.5 7 -32.5
Exhaust Centerline - ECL 113 113 113
Overlap 63 14 -63
DCR: 8.47
For a stock headed LS1 with LS6 intake and full bolt ons.
Am I nuts or good to go??
Ski
LSK/XE-R lobes
Intake Valve opens - IVO 31.5 7 -30.5
Intake Valve closes - IVC 61.5 37 -0.5
Exhaust Valve Opens - EVO 77.5 53 13.5
Exhaust Valve Closes - EVC 31.5 7 -32.5
Exhaust Centerline - ECL 113 113 113
Overlap 63 14 -63
DCR: 8.47
For a stock headed LS1 with LS6 intake and full bolt ons.
Am I nuts or good to go??
Ski
#3
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Originally Posted by Rebelord
Am I nuts or good to go??
![Bang Head](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_banghead.gif)
One reason why some people never give advice on here about cams is that just designing your own cam to arbitrary specs and then posting them up without any real information on what you want the car to do or what the car has on it is
![Bang Head](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_banghead.gif)
Good Luck,
Bret
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Originally Posted by SStrokerAce
Nuts
One reason why some people never give advice on here about cams is that just designing your own cam to arbitrary specs and then posting them up without any real information on what you want the car to do or what the car has on it is
Good Luck,
Bret
![Bang Head](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_banghead.gif)
One reason why some people never give advice on here about cams is that just designing your own cam to arbitrary specs and then posting them up without any real information on what you want the car to do or what the car has on it is
![Bang Head](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_banghead.gif)
Good Luck,
Bret
![Werd](https://ls1tech.com/forums/images/smilies2/werd.gif)
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Why don't we tell him what's wrong with that cam rather than practically telling him he's an idiot?
The first problem I see is that the IVC is 37. From what I've read, that's way too low and will peak very low. Also, I don't see any reason to have a 16 degree split on stock LS1 heads. There's a reason most every cam out there is a positive 2-6 degree split.
What are you trying to accomplish with your cam swap? I assume you have an auto which will influence your cam choice. What stall?
The first problem I see is that the IVC is 37. From what I've read, that's way too low and will peak very low. Also, I don't see any reason to have a 16 degree split on stock LS1 heads. There's a reason most every cam out there is a positive 2-6 degree split.
What are you trying to accomplish with your cam swap? I assume you have an auto which will influence your cam choice. What stall?
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Originally Posted by pianoprodigy
Why don't we tell him what's wrong with that cam rather than practically telling him he's an idiot?
The first problem I see is that the IVC is 37. From what I've read, that's way too low and will peak very low. Also, I don't see any reason to have a 16 degree split on stock LS1 heads. There's a reason most every cam out there is a positive 2-6 degree split.
What are you trying to accomplish with your cam swap? I assume you have an auto which will influence your cam choice. What stall?
The first problem I see is that the IVC is 37. From what I've read, that's way too low and will peak very low. Also, I don't see any reason to have a 16 degree split on stock LS1 heads. There's a reason most every cam out there is a positive 2-6 degree split.
What are you trying to accomplish with your cam swap? I assume you have an auto which will influence your cam choice. What stall?
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Originally Posted by brad8266
I didnt give any real advice because like i said, im not a cam guru, although i know some stuff.
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guys...here
by no means am i in no way trying to re-invent the wheel. Im trying to develop a cam to create the most cylinder pressure to create the most DCR to make torque. you make torque you make power. I am reading, learning as much as i can about cams, valve events and understanding how it all works together. so, if i can create a 8.47:1 dcr and have enough overlap to help the stock heads scavenge to suck in more fuel/air mixture to make more power. because the heads are low flow restricted and will have a hard time with the upper rpms to continue to create the power. thats why i included the lsk lobe on the intake. like i said i am still learnig. however, i believe if this cam can create excellet torque down low and hold the power up top. then it can be a good daily driver with some good weekend track abilities. look at the MS4 239/240 .643/609 111lsa(dont know the advance) creates a 7.47DCR to my calculations. (if im wrong, point me in the right direction) It creates good power, however i believe it can be used in a better situation with good flowing heads. well, thats all i have.
Ski
by no means am i in no way trying to re-invent the wheel. Im trying to develop a cam to create the most cylinder pressure to create the most DCR to make torque. you make torque you make power. I am reading, learning as much as i can about cams, valve events and understanding how it all works together. so, if i can create a 8.47:1 dcr and have enough overlap to help the stock heads scavenge to suck in more fuel/air mixture to make more power. because the heads are low flow restricted and will have a hard time with the upper rpms to continue to create the power. thats why i included the lsk lobe on the intake. like i said i am still learnig. however, i believe if this cam can create excellet torque down low and hold the power up top. then it can be a good daily driver with some good weekend track abilities. look at the MS4 239/240 .643/609 111lsa(dont know the advance) creates a 7.47DCR to my calculations. (if im wrong, point me in the right direction) It creates good power, however i believe it can be used in a better situation with good flowing heads. well, thats all i have.
Ski
#10
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That cam will actually work pretty well, but it's not ideal.
Here's what I like:
Big lobe area without too much duration on the intake side.
High DCR with stock heads.
Overlap biased to the intake side of TDC will allow the motor to pull past its hp peak (probably around 5800 rpm)
Narrow LSA gives nice valve events for area under the curve
What I don't like about it:
The exhaust split is a little too extreme for someone running LT headers with no cats. It has a little too much overlap if you were running cats.
A nice compromise of this cam would be:
224/232 .636/.595 109LSA +2
IVO 5
IVC 39
EVO 47
EVC 5
Overlap 10 (centered exactly over TDC)
Here's what I like:
Big lobe area without too much duration on the intake side.
High DCR with stock heads.
Overlap biased to the intake side of TDC will allow the motor to pull past its hp peak (probably around 5800 rpm)
Narrow LSA gives nice valve events for area under the curve
What I don't like about it:
The exhaust split is a little too extreme for someone running LT headers with no cats. It has a little too much overlap if you were running cats.
A nice compromise of this cam would be:
224/232 .636/.595 109LSA +2
IVO 5
IVC 39
EVO 47
EVC 5
Overlap 10 (centered exactly over TDC)
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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.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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.
#12
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Originally Posted by N4cer
Don't ya think an 8.47 DCR is less than optimal? I thought 8.5-8.8 is optimal.
![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
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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.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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.
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I'm in the exact same boat with the fella that started this thread, want to make some good power with bolt ons and a cam with out spinning to the moon, this cam sounds great. What would the dynamic compression ratio of the 224/232 109+2 with stock heads&gaskets be? Can some one point me in the direction of a good calculator? Wish there was one like that gear calculator!
Thanks
AJ
Thanks
AJ
#14
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https://ls1tech.com/forums/generation-iii-internal-engine/630637-my-dcr-calculator-if-you-have-comp-grind-doesn-t-get-any-easier-than.html If you have a comp grind in mind, there you go!
Now, I keep studying more and more on my personal cam design and wonder if I could run a 226/230 XE-R lobe cam on a 107+2 LSA. On smaller cams I would think running a narrow LSA would be more beneficial to helping build torque down low. Can I hear some opinions as to whether or not this would be a possible design?
Now, I keep studying more and more on my personal cam design and wonder if I could run a 226/230 XE-R lobe cam on a 107+2 LSA. On smaller cams I would think running a narrow LSA would be more beneficial to helping build torque down low. Can I hear some opinions as to whether or not this would be a possible design?
Last edited by LS1Formulation; 12-29-2006 at 05:24 PM.
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Originally Posted by Patrick G
It is, but since this person is starting off with a 10.1:1 static compression ratio (stock heads), achieving a DCR above 8.5:1 is nearly impossible without a terribly early intake valve closing point. When you have over 11.0:1 SCR, hitting 8.5:1+ DCR is a lot easier! ![Happy](https://ls1tech.com/forums/images/smilies/LS1Tech/gr_stretch.gif)
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Patrick, now since im in the Marines and we finally have some time off, ive been drinking. but thank, you. i will respond when i get more sober. but finally im undertstanding how everthing works together. I will look at your exact specifacations further and see what your talking about. but however, what about i thought that 8.7DCR is better souted for higher flowing and better exhaust applications???
Ski
Ski