Well i have been debating over many things lately not the least of which is my cam choice for my up coming heads and cam swap. I really like the idea of a setup that maximizes the HP in the 5500-6500 range and has good tq numbers to match (much like what Pat G has achieved with his setup). However, I will be doing it with budget heads (either PRC 5.3's or 243's still undecided on those as well) and an LS6 intake and P&P OEM throttle body. So I have been contemplating between buying a previously owned but never run Pat G 224/228 LSK/LSK cam or using the TSP torquer V3 that could be had in their package deal to reach this goal knowing that either one would most likely be a little of a compromise. However since the the Pat G cam has been sold I would have to get another one ground, so i might as well make some changes if i want to. My thinking is that with the budget heads and stock LS6 intake and T/B that i would need some extra intake duration to help crutch that setup to achieve similar results. I have also read elsewhere that the exhaust does not necessarily benefit from the additional lift of the LSK lobes so based on that I was thinking of a compromise between those two cams and going with either a 228/234 LSK/XER or 228/236 LSK/XER with 110 LSA. Playing with pianoprodigy's calculator, it looks like I can achieve the same DCR with the 228/234 cam as Pat G's cam by advancing it 2 degrees (8.66 with the stock S/B, .040 gasket and 64 cc head). Predator Z, and any other cam guru's chime in (Pat actually suggested the 110 LSA, I was thinking of spreading it out to a 111 or 112 but he thinks 110 would make more power so that is what I am proposing). As far as exhaust goes, i have a set of Ceramic coated, stainless, stepped 1 3/4 to 1 7/8 Kooks; Kooks offroad 3" Y; and a Random Tech 3" catback (much like the Borla with no restrictor in it).

 

A 110LSA advanced 2 degrees by comps specifications has an identical intake valve closing as Pat G's current cam and keeps the overlap basically centered at TDC. So it is close to optimum for strong torque on the intake side. The exhaust valve opening point comes on a little sooner than his which lessens torque some but I believe leads to more top end. Anyway, I'm not a cam expert but I'm trying to learn to read these things and I believe it will work well if you don't mind the lope from 11 degrees of overlap. Personally, I think I would rather use a 228/232 full LSK on a 110+2 or a 110+1. +2 for a torque edge, +1 for a HP edge.

Hammer

 

More feedback please...

 

What he said. Very well explained.

 

anyone else???