View Poll Results: Help Me Pick My Cam
Patrick G: 224/228 .636/.636 110+0
4
13.79%
Comp: 224/228 .581/.581 111+2
11
37.93%
TSP: 228/228 .588/.588 112+2
5
17.24%
TV2: 232/234 .595/.598 112+0
9
31.03%
Voters: 29. You may not vote on this poll
Close To Final Cam Decision.. Need Little Help
01-14-2007, 04:01 PM
#22
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Originally Posted by cws T/A
How so
@.050 lift=224/228 111LSA 109 ICL XE-R lobes
@.006 lift=273/277 111 LSA 109 ICL
Make sure your values @ .006 are correct on the calculator.
01-14-2007, 05:30 PM
#23
My 223/227 .636/.639 110LSA +0 cam was designed for my combination of high flow, high compression heads. It is not ideal for stock heads nor somebody averse to running dual springs.
Even XE-R lobes need dual springs...they just don't require the shimmed Platiumum springs like LSK lobes. But don't be fooled...when setup properly, the LSK lobes will not wear out springs any faster than XE-R lobes...in fact, they may last longer (because of softer ramp off the seat).
For stock heads, you definitely want a 110LSA and you certainly want to keep your intake valve closing point around 40 degrees ABDC for higher DCR. Keeping all that in mind, a 228/232 .588/.592 110LSA +4 cam would work great with stock heads.
Even XE-R lobes need dual springs...they just don't require the shimmed Platiumum springs like LSK lobes. But don't be fooled...when setup properly, the LSK lobes will not wear out springs any faster than XE-R lobes...in fact, they may last longer (because of softer ramp off the seat).
For stock heads, you definitely want a 110LSA and you certainly want to keep your intake valve closing point around 40 degrees ABDC for higher DCR. Keeping all that in mind, a 228/232 .588/.592 110LSA +4 cam would work great with stock heads.
__________________
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.
01-14-2007, 05:35 PM
#24
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Originally Posted by bigdsz
1997bird's torque #'s are pure fantasy, LSX engines torque is most always below HP. FI can be an exception.
01-14-2007, 05:42 PM
#25
Originally Posted by Patrick G
My 223/227 .636/.639 110LSA +0 cam was designed for my combination of high flow, high compression heads. It is not ideal for stock heads nor somebody averse to running dual springs.
Even XE-R lobes need dual springs...they just don't require the shimmed Platiumum springs like LSK lobes. But don't be fooled...when setup properly, the LSK lobes will not wear out springs any faster than XE-R lobes...in fact, they may last longer (because of softer ramp off the seat).
For stock heads, you definitely want a 110LSA and you certainly want to keep your intake valve closing point around 40 degrees ABDC for higher DCR. Keeping all that in mind, a 228/232 .588/.592 110LSA +4 cam would work great with stock heads.
Even XE-R lobes need dual springs...they just don't require the shimmed Platiumum springs like LSK lobes. But don't be fooled...when setup properly, the LSK lobes will not wear out springs any faster than XE-R lobes...in fact, they may last longer (because of softer ramp off the seat).
For stock heads, you definitely want a 110LSA and you certainly want to keep your intake valve closing point around 40 degrees ABDC for higher DCR. Keeping all that in mind, a 228/232 .588/.592 110LSA +4 cam would work great with stock heads.
I do not under stand how to read that DCR program
01-14-2007, 06:27 PM
#26
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Originally Posted by TORCHD 02 TA
so what cam did you suggest to me jsut now? The 228/232? my mods are in my sig.. i punched the numbers in the DCR calc and i get some vaules that are entered correctly b/c they are not comps #s..
I do not under stand how to read that DCR program
I do not under stand how to read that DCR program
01-15-2007, 01:00 AM
#28
TECH Senior Member
You can also look at 230/224, .590/.581 111+4 (XE-R) will have excellent midrange trq and upper pull.
Or another 224/224, .581/.581 110+4 (XE-R), mundo trq and one of the flatest trq you ever seen (if done corectly will produce equal HP/TRQ values)
Or another 224/224, .581/.581 110+4 (XE-R), mundo trq and one of the flatest trq you ever seen (if done corectly will produce equal HP/TRQ values)
01-15-2007, 01:47 PM
#29
Originally Posted by PREDATOR-Z
You can also look at 230/224, .590/.581 111+4 (XE-R) will have excellent midrange trq and upper pull.
Or another 224/224, .581/.581 110+4 (XE-R), mundo trq and one of the flatest trq you ever seen (if done corectly will produce equal HP/TRQ values)
Or another 224/224, .581/.581 110+4 (XE-R), mundo trq and one of the flatest trq you ever seen (if done corectly will produce equal HP/TRQ values)
I sent you a PM!
Thanks
