Reverse torquer cam (the other side of the coin)
11-16-2007, 02:17 PM
#202
On The Tree
Join Date: Oct 2007
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
the benefits of running reverse splits on stock compression+intake systems outweigh the slight peak power advantage of themsome traditional splits on heavier body chassis.
Anyone who compentates on the easier way to bark up their compression on n/a engines without the need to ripp off and mill their heads ought to consider utilising reverse splits cams.
Anyone whom prefers to pass emissions with their respective grinds ought to consider the reverse splits too.
Some may argue and implicate the few horse lost at top end,but chances are they will be left way behind by the time their pittance few top end horsepower advantage comes to the fore,(unless more aggressive gearing,higher rpm stally,+ or significantly lighter chassis used.
After all talk is not about stock duration camshafts,but rather how best to make more usable power where we need it most,without compromising revvability on specific sub 6,400 rpm optimised induction systems like the factory fitted ones and to a certain degree certain aftermarket types too.(depending on application).
All things considered,The car that can shift the weight sooner, will also reach its optimum peak power sooner,but just because it did,doesn't mean its gonna just gonna lie flat on its backside afterwards,after all theres still plenty of torque available enough to quantify the required hosepower needed to do the job and carry that momemtum through.
Anyone who compentates on the easier way to bark up their compression on n/a engines without the need to ripp off and mill their heads ought to consider utilising reverse splits cams.
Anyone whom prefers to pass emissions with their respective grinds ought to consider the reverse splits too.
Some may argue and implicate the few horse lost at top end,but chances are they will be left way behind by the time their pittance few top end horsepower advantage comes to the fore,(unless more aggressive gearing,higher rpm stally,+ or significantly lighter chassis used.
After all talk is not about stock duration camshafts,but rather how best to make more usable power where we need it most,without compromising revvability on specific sub 6,400 rpm optimised induction systems like the factory fitted ones and to a certain degree certain aftermarket types too.(depending on application).
All things considered,The car that can shift the weight sooner, will also reach its optimum peak power sooner,but just because it did,doesn't mean its gonna just gonna lie flat on its backside afterwards,after all theres still plenty of torque available enough to quantify the required hosepower needed to do the job and carry that momemtum through.
12-24-2007, 04:27 AM
#204
TECH Apprentice
Join Date: Jul 2006
Location: Kansas City
Posts: 301
Likes: 0
Received 0 Likes
on
0 Posts
ok my turn for some advice 
currently the car is 3200lbs with me in it, should only be getting lighter down the road
slp headers, with 3in all the way back
ls6 intake (that I want to keep, dont care for a 90/90)
th400 with a fuddle 3800
3.73 gears
stock ported and milled 241's from TEA
224/228 comp cam
patroit golds
I currently spray a 150 shot and would like to keep spraying 100-150
my motor pass is current best of 11.49 @ 117
my best n2o pass is 10.85 @ 124 which was when my car was only running 12.2 on motor
the car sees like 75% racing, alot on the street and some at the track
I would like to bring my n/a times down alot and bring my n20 times down some as well.
Should I be looking at like a MTI X1, or like a tr230/224 ? Or something custom or whatever?
thanks!
currently the car is 3200lbs with me in it, should only be getting lighter down the road
slp headers, with 3in all the way back
ls6 intake (that I want to keep, dont care for a 90/90)
th400 with a fuddle 3800
3.73 gears
stock ported and milled 241's from TEA
224/228 comp cam
patroit golds
I currently spray a 150 shot and would like to keep spraying 100-150
my motor pass is current best of 11.49 @ 117
my best n2o pass is 10.85 @ 124 which was when my car was only running 12.2 on motor
the car sees like 75% racing, alot on the street and some at the track
I would like to bring my n/a times down alot and bring my n20 times down some as well.
Should I be looking at like a MTI X1, or like a tr230/224 ? Or something custom or whatever?
thanks!
Since I can not afford a fancy high flow intake/heads set up, I am looking to maybe find a cam that my Stock 98 LS1 will benefit from. From the sounds of the thread it sounds like a Reverse-Split cam may work well in my LS1 powered Caprice with the cams more powerful "under the curve" output.
Anyone have any advice on what cam would work best for my application?
1978 2-door Caprice Coupe
Stock 98 LS1 from a T/A
Long tubes, true duals, with "H" pipe and dual elc. cutouts
TH350 Tranny with roughly a 3800 Stall
Auburn 3:73 Posi
3 year old M/T Drag Radials
Best pass so far was a 12.7 @ 104mph with a 1.7 60ft. (video below my sig)
12-24-2007, 06:26 AM
#205
TECH Senior Member
Thread Starter
Hey man, whats up!? I was wondering the same thing about the MTI X1, or like a TR230/224 cam myself.
Since I can not afford a fancy high flow intake/heads set up, I am looking to maybe find a cam that my Stock 98 LS1 will benefit from. From the sounds of the thread it sounds like a Reverse-Split cam may work well in my LS1 powered Caprice with the cams more powerful "under the curve" output.
Anyone have any advice on what cam would work best for my application?
1978 2-door Caprice Coupe
Stock 98 LS1 from a T/A
Long tubes, true duals, with "H" pipe and dual elc. cutouts
TH350 Tranny with roughly a 3800 Stall
Auburn 3:73 Posi
3 year old M/T Drag Radials
Best pass so far was a 12.7 @ 104mph with a 1.7 60ft. (video below my sig)
Since I can not afford a fancy high flow intake/heads set up, I am looking to maybe find a cam that my Stock 98 LS1 will benefit from. From the sounds of the thread it sounds like a Reverse-Split cam may work well in my LS1 powered Caprice with the cams more powerful "under the curve" output.
Anyone have any advice on what cam would work best for my application?
1978 2-door Caprice Coupe
Stock 98 LS1 from a T/A
Long tubes, true duals, with "H" pipe and dual elc. cutouts
TH350 Tranny with roughly a 3800 Stall
Auburn 3:73 Posi
3 year old M/T Drag Radials
Best pass so far was a 12.7 @ 104mph with a 1.7 60ft. (video below my sig)
Peak about 61/6200, carry till 6600+, 44 EVO for serious midrange trq, nice flat curve, less peaky being intake biased from TDC power range 2200>6500
This is a custom XFI/XE-R lobed Comp Cam
12-24-2007, 04:33 PM
#206
TECH Apprentice
Join Date: Jul 2006
Location: Kansas City
Posts: 301
Likes: 0
Received 0 Likes
on
0 Posts
Is this the type of cam that will require Valve Springs to be replaced all the time (every 15-30K) ?
Also where do you think I can get the best price for all of it ? Any websites or people in particular to "work with" ?
Last edited by KC Henry; 12-24-2007 at 04:35 PM. Reason: Grammer
12-25-2007, 01:10 AM
#207
TECH Senior Member
Thread Starter
There are various vendors here, I use Thunder Racing a lot, very professional and fair priced IMO. They offer a cam lift report with every cam you order (not cam card but actual full report), so you can degree a cam and get a clearer picture on what you have.
They carry all the parts needded for a cam only swap.
At least 7.425 p-rods (7.450 will work too), springs Patriot duals.
They carry all the parts needded for a cam only swap.
At least 7.425 p-rods (7.450 will work too), springs Patriot duals.
12-25-2007, 09:41 PM
#208
Teching In
Join Date: May 2007
Location: Australia
Posts: 29
Likes: 0
Received 0 Likes
on
0 Posts
230/228 612/588 110/111.
my cam arrived last week, and is going in very shortly, ill send you a message with the VE's later, dont have the cam card here with me.
should hammer in a car with a tare weight of 1450kg..
thanks again predator z
do i need different pushrods in mine??? im running patriot extremes
ps the 230 XFI is .612
12-26-2007, 04:05 AM
#209
TECH Senior Member
Thread Starter
One can run 7.400, 7.425 and 7.450 on cam only. As you increase in size it will have less valvetrain noise. I personaly use 7.425
Let me know how it goes
Let me know how it goes
01-21-2008, 12:21 AM
#212
TECH Resident
Join Date: Jul 2007
Location: Florida
Posts: 844
Likes: 0
Received 0 Likes
on
0 Posts
I need help with a cam selection, and the REVERSE SPLIT CAM seems to be what i am looking for. I love trq, i am no dyno queen. I want my torque to peak as soon as possible (3k rpm's sound cool? Does to me) and stay flat across.
2006 GTO ls2
heads: I am purchasing PRC heads. Should i go LS6 stage 1-2.5 heads,or the 5.3 stage 1-2.5 heads for higher compression?
CAM: YOU DESIGN REVERSE SPLIT
intake+ TB: budget. Do u suggest LS6 or weiland? Fast is tooo expensive
headers: pacesetter or other budget long tubers (student budget), not sure of size, perhaps u can help (1 7/8th or 1 3/4th)
Cats: high flow if any, inspection doesnt matter
muffs: race bullet (basically none)
I love the flat torque curve i am seeing with the Rev Split. MY car is a DD street racer. I am not to interested in having a high RPM peak, dyno queen, highest peak numbers. my car will rarely go over 6k rpms'. i love the Low and mid range power, i am a torque man. I want my tires to catch fire the minute i touch the throttle. Power under the curve is what i want, but i dont want it to fall off at 5k like many of the torque monsters i see. So can u design something that will give the highest, flattest torque curve, that doesnt die till 6k? I would also like a beastly lope (i want it obvious, like obnoxious) that is D-drivable (doesnt stall).
2006 GTO ls2
heads: I am purchasing PRC heads. Should i go LS6 stage 1-2.5 heads,or the 5.3 stage 1-2.5 heads for higher compression?
CAM: YOU DESIGN REVERSE SPLIT
intake+ TB: budget. Do u suggest LS6 or weiland? Fast is tooo expensive
headers: pacesetter or other budget long tubers (student budget), not sure of size, perhaps u can help (1 7/8th or 1 3/4th)
Cats: high flow if any, inspection doesnt matter
muffs: race bullet (basically none)
I love the flat torque curve i am seeing with the Rev Split. MY car is a DD street racer. I am not to interested in having a high RPM peak, dyno queen, highest peak numbers. my car will rarely go over 6k rpms'. i love the Low and mid range power, i am a torque man. I want my tires to catch fire the minute i touch the throttle. Power under the curve is what i want, but i dont want it to fall off at 5k like many of the torque monsters i see. So can u design something that will give the highest, flattest torque curve, that doesnt die till 6k? I would also like a beastly lope (i want it obvious, like obnoxious) that is D-drivable (doesnt stall).
Last edited by Johny GTO; 01-21-2008 at 12:31 AM.
01-21-2008, 12:26 AM
#213
TECH Resident
Join Date: Jul 2007
Location: Florida
Posts: 844
Likes: 0
Received 0 Likes
on
0 Posts
could use Predators help.
I am buying the heads, (intake and tb are optional, cant break the bank), long tubes, and cam. So can u spec it out for me, as far as what to tell the company i go with to custom cam it for me.
I am buying the heads, (intake and tb are optional, cant break the bank), long tubes, and cam. So can u spec it out for me, as far as what to tell the company i go with to custom cam it for me.
07-14-2008, 09:09 PM
#214
I love the flat torque curve i am seeing with the Rev Split. MY car is a DD street racer. I am not to interested in having a high RPM peak, dyno queen, highest peak numbers. my car will rarely go over 6k rpms'. i love the Low and mid range power, i am a torque man. I want my tires to catch fire the minute i touch the throttle. Power under the curve is what i want, but i dont want it to fall off at 5k like many of the torque monsters i see. So can u design something that will give the highest, flattest torque curve, that doesnt die till 6k? I would also like a beastly lope (i want it obvious, like obnoxious) that is D-drivable (doesnt stall).
09-11-2008, 04:03 PM
#217
On The Tree
Join Date: Dec 2007
Location: Kansas/North Dakota
Posts: 158
Likes: 0
Received 0 Likes
on
0 Posts
So which would you recommend for a 2004 gto? It needs some good bottom-mid range to get it's fatness moving, but I don't want to sacrifice up top. I really like both of those cams, but which would give a little more mid range? M6 if that matters.
