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I like the LSK 110+2 best out of those. Its 42* IVC gives a better all around feeling than the early 40* IVC of the +4 cams. And as has already been mentioned, the LSK will move more air.
I mean, my G5X3 closes at 45, and its an impressive cam I think. Drivable down low, and once I hit 3500rpm it's time to hold on until 6700. So the 42 should give better low end response but not as bad intake biased as the 40.
I mean, my G5X3 closes at 45, and its an impressive cam I think. Drivable down low, and once I hit 3500rpm it's time to hold on until 6700. So the 42 should give better low end response but not as bad intake biased as the 40.
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From: Chicago
Originally Posted by brad8266
They are all biased to the intake side so they are all more suited for low end power. If you want some more upper end power, lose the advance on the cam to bring overlap closer to TDC. if you are looking for the most power with the highest DCR and dont mind giving up some high end power, go with the +4 LSK lobes.
so you are saying to bring TDC closer do it on a 110+0?
hmmm i can not decide on the XE-R 110+4 or LSK 110+4 now.. LOL
Now i see why people can not jsut throw a cam and expect what they want. there is a lot of research that goes into it
Help
Originally Posted by TORCHD 02 TA
so you are saying to bring TDC closer do it on a 110+0?
hmmm i can not decide on the XE-R 110+4 or LSK 110+4 now.. LOL
Now i see why people can not jsut throw a cam and expect what they want. there is a lot of research that goes into it
Help
hmmm i can not decide on the XE-R 110+4 or LSK 110+4 now.. LOL
Now i see why people can not jsut throw a cam and expect what they want. there is a lot of research that goes into it
Help
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From: Chicago
Originally Posted by N4cer
I like the LSK 110+2 best out of those. Its 42* IVC gives a better all around feeling than the early 40* IVC of the +4 cams. And as has already been mentioned, the LSK will move more air.
I mean, my G5X3 closes at 45, and its an impressive cam I think. Drivable down low, and once I hit 3500rpm it's time to hold on until 6700. So the 42 should give better low end response but not as bad intake biased as the 40.
I mean, my G5X3 closes at 45, and its an impressive cam I think. Drivable down low, and once I hit 3500rpm it's time to hold on until 6700. So the 42 should give better low end response but not as bad intake biased as the 40.
but the earlier the IVC the higher the DCR will be. LOL
Yes the LSK has a higher ramp rate that open faster to let more air in. So with more air coming in, you want the IVO the fastest then...
Ok, here...
228/232 .639/.643 110+4
Last edited by TORCHD 02 TA; Jan 18, 2007 at 09:41 PM.
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From: Chicago
Originally Posted by brad8266
Yeah but you give up a little power on the top end as well.
LOL i want tq below and power up top.
WHAT CAM THEN LOL..
ahhhh this is so mind boggling
Originally Posted by TORCHD 02 TA
LOL i want tq below and power up top.
WHAT CAM THEN LOL..
ahhhh this is so mind boggling
WHAT CAM THEN LOL..
ahhhh this is so mind boggling
Honestly I don't think you'll notice a ton of difference between them. Maybe a few HP, but since it's the only one you'll use, you won't ever know a difference.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
Originally Posted by N4cer
Honestly I don't think you'll notice a ton of difference between them. Maybe a few HP, but since it's the only one you'll use, you won't ever know a difference.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
A quick port, flycut, and then mill the **** out of the heads. That will allow you to run a even bigger cam while retaining low end power and DCR. **** or even just flycut and mill, forget porting if you want.Power up top and bottom, thats why i am waiting another week or 2 to get my new engine together, I am looking to mill the TEA 5.3 heads pretty good so that my DCR stays high while also keeping my overlap over TDC or slightly biased to the exhaust rather than advancing the cam more which will take away top end. Then ill have both great low and high end power.
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From: Chicago
Originally Posted by N4cer
Honestly I don't think you'll notice a ton of difference between them. Maybe a few HP, but since it's the only one you'll use, you won't ever know a difference.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
I just think the IVC at 40 will offer you very little up top.
And you're talking about changing the head gaskets! Do some porting on the heads before reinstalling them! Even if you just flycut the pistons and mill the crap out of the heads, the you can get the DCR you want. Think of it like this: I have a much bigger cam, and I still have a DCR of about 8.65:1. So I have tons up top and plenty in the midrange and down low. Much better than sacrificing one or the other.
how much would a quick port job cost.. Appromatley? What does mill the heads mean? i want a DCR any from 8.4 - 8.5.
new plan:
228/238 .639/.643 110+2
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From: Chicago
Originally Posted by brad8266
A quick port, flycut, and then mill the **** out of the heads. That will allow you to run a even bigger cam while retaining low end power and DCR. **** or even just flycut and mill, forget porting if you want.Power up top and bottom, thats why i am waiting another week or 2 to get my new engine together, I am looking to mill the TEA 5.3 heads pretty good so that my DCR stays high while also keeping my overlap over TDC or slightly biased to the exhaust rather than advancing the cam more which will take away top end. Then ill have both great low and high end power.
what is envolved in milling the heads?
I like the specs. I can't wait to see how it does. I considered that grind myself for if I ever tame my car down some.
As for the port job, I meant do it yourself. There's plenty of threads on it around here. Or see if there's any local shops that are trustworthy
Milling the heads is shaving them, so you reduce the combustion chamber volume. That cost me $40 at a machine shop. Once again, get a reputable shop.
Why are you aiming at such low DCR? You've said all along you want a higher DCR, then it ends up you're staying below the suggested DCR. Can't get 93 octane in your location?
As for the port job, I meant do it yourself. There's plenty of threads on it around here. Or see if there's any local shops that are trustworthy
Milling the heads is shaving them, so you reduce the combustion chamber volume. That cost me $40 at a machine shop. Once again, get a reputable shop.
Why are you aiming at such low DCR? You've said all along you want a higher DCR, then it ends up you're staying below the suggested DCR. Can't get 93 octane in your location?
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From: Chicago
Originally Posted by N4cer
I like the specs. I can't wait to see how it does. I considered that grind myself for if I ever tame my car down some.
As for the port job, I meant do it yourself. There's plenty of threads on it around here. Or see if there's any local shops that are trustworthy
Milling the heads is shaving them, so you reduce the combustion chamber volume. That cost me $40 at a machine shop. Once again, get a reputable shop.
Why are you aiming at such low DCR? You've said all along you want a higher DCR, then it ends up you're staying below the suggested DCR. Can't get 93 octane in your location?
As for the port job, I meant do it yourself. There's plenty of threads on it around here. Or see if there's any local shops that are trustworthy
Milling the heads is shaving them, so you reduce the combustion chamber volume. That cost me $40 at a machine shop. Once again, get a reputable shop.
Why are you aiming at such low DCR? You've said all along you want a higher DCR, then it ends up you're staying below the suggested DCR. Can't get 93 octane in your location?
No i ahve 93 everywhere. i thought that a perfect DCR was 8.4 - 8.5??? was i wrong?
If i were to mill the heads, how much would you shave off?
i do think that the LSK 110+2 makes more sense. like you said the IVO 6* and it closes at 42*
8.5 would be the minimum I'd go. That way you get the most from your cam. Like I said, I have approx. 8.6 DCR, and have zero problems. Higher compression is always good if it doesn't lead to predetonation. If I could run 10.2 DCR I would. LOL!
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Keep in mind if you go with the LSK lobes, you can forget the 918's. You will need a good set of dual springs. That said, I would still do it at least on the intake side. The way I see itm using the LSK lobes is like using a larger XER lobe with out penalizing your DCR. Because even though a 228 XER and 228 LSK lobe give the same values at .050, and consequently roughly the same DCR, at .200 the LSK is several degrees larger then of course you get more peak lift as well. The only question I have is whether or not it is beneficial on the exhaust. I have seen several post claim that the exhaust does not really benefit from the extra lift the LSK's provide and I have yet to see one of the more reputable guys on the forum dispute that. In addition, it seems that most of the big shops which are using the LSK lobes are using them primarily on the intakes only (TRAK, Torquer V3, MS4 just to name a few). For this reason I have just about decided on a cam almost identical to yours, but with an XER ex lobe. Now I just need to see about who to order it through as well. Here is what I am planning 228/234 LSK/XER .639/.598 LSA 110 +2 (still not sure if I want to get the advance ground in or not but most likely will). I hope to use this cam with a set of ported heads.
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Nice Cam!!! 
My custom grind is a 228.7/232.6 .644/.596 LSK/X-ER on a 112.0+2
0.050
228.7/232.6, 112 LSA/ 110 ICL (cam doctor'd)
44.35 - IVC = Peak 6300
50.3 - EVO = medium trq in low-midrange
6.65* - Overlap
The cam will peak at 6300 rpm, so shifts 6500/6600 should be good, trq curve will peak later in the rpms, taking some of the low to midrange trq, nice lope with around 850 rpm idle.
I designed this for street tires, I don't want the torque hit right away, so I moved it up higher.
I also will be running ported LS6 heads with dual springs. If I leave the chambers at 65cc, a .040 gasket gives me 8.32 DCR. Cutting the heads to 63cc will give me 8.46 DCR, and I may go 62cc to get over the 8.5 DCR. I've been told the cam will fit under .040 gaskets and a 62cc chamber, but I'm not sure how close it will be.
My custom grind is a 228.7/232.6 .644/.596 LSK/X-ER on a 112.0+2
0.050
228.7/232.6, 112 LSA/ 110 ICL (cam doctor'd)
44.35 - IVC = Peak 6300
50.3 - EVO = medium trq in low-midrange
6.65* - Overlap
The cam will peak at 6300 rpm, so shifts 6500/6600 should be good, trq curve will peak later in the rpms, taking some of the low to midrange trq, nice lope with around 850 rpm idle.
I designed this for street tires, I don't want the torque hit right away, so I moved it up higher.
I also will be running ported LS6 heads with dual springs. If I leave the chambers at 65cc, a .040 gasket gives me 8.32 DCR. Cutting the heads to 63cc will give me 8.46 DCR, and I may go 62cc to get over the 8.5 DCR. I've been told the cam will fit under .040 gaskets and a 62cc chamber, but I'm not sure how close it will be.