Reverse torquer cam (the other side of the coin)
I think there might be something worthwhile about a XE-R intake and TR like exhaust. The exhaust doesn't really have to have an uber fast ramp. Might save a little wear and tear on the valve train.
As for the Reverse-Split vs Split debate, most of the time I think a nice single pattern is a good choice for most folks. The Reverse-Split always seems like a crutch to work around an intake that won't flow as much as you'd like.
I think a 232/228 Reverse Split w/LSK (or faster) intake & TR exhaust might be interesting.
I wonder if anyone has tested any sort of asymetrical cam lobe. Say some sort of LSK (or faster) like opening ramp and an gentle XE close on the intake valve.
As for the Reverse-Split vs Split debate, most of the time I think a nice single pattern is a good choice for most folks. The Reverse-Split always seems like a crutch to work around an intake that won't flow as much as you'd like.
I think a 232/228 Reverse Split w/LSK (or faster) intake & TR exhaust might be interesting.
I wonder if anyone has tested any sort of asymetrical cam lobe. Say some sort of LSK (or faster) like opening ramp and an gentle XE close on the intake valve.
Originally Posted by gillbot
it's a proven cam, time and time again.
Originally Posted by john563
Pred
if you had 5.3 heads would you take a reverse split overa traditional/single pattern cam
if you had 5.3 heads would you take a reverse split overa traditional/single pattern cam
Reverse split cam or traditional single pattern
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Thread Starter
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by john563
so pred
Reverse split cam or traditional single pattern
Reverse split cam or traditional single pattern
As I mentionned before in this thread, reverse splits are better IMO in cam only applications where the user doesn't want to buy a boatload of supporting mods.
The TR230/224 is a perfect exemple although I would fine tune that one myself to make it less peaky.
As for the comment that reverse is just a crutch for poor intake, well welcome to LSx tech, all of our intakes on the market are a crutch (unless you custom make one).
What is the point of having 45>50* IVC on a big cam (346 cid) if the intake makes it peak at 6300 rpm? Or having 48+* IVO and loosing most of you midrange trq?
It has been discussed and proven many times that for most street setups, power under the curve is what counts, there is where a reverse excells
Take a 232/234 112LSA and a 232/230 112LSA (the reverse will have better undercurve if VEs are tailored right). Having the same intake they in theory sould make the same power. But the question is: " Where in the band is that power? and is it beneficial for your application?"
As for would I go Reverse or traditional with a set of 5.3L, it depends what powerband do I want to achieve. Do I just want to look at dyno peak? then traditional. Do I want better undercurve? Then reverse. This comment is relative to SCR, DCR and how much mods I have of course.
Mark
Originally Posted by john563
Ive got a whole list of cams I'm debating on swapping to.I am partial to thunder though.I may spray still not sure.I would like more N/A. I think with a well thought out cam to go with my TSp 5.3 heads/ported fast90/90 and switch to duals and add a pulley I could see 440 in a A4.I just dont want a huge cam that I have to spin real high with no bottom end grunt,and driveability issues. I think its doable.Hell I know a guy with a stalled A4 that puts down 399.2rwhp cam only,not a big cam either
I was all set to get a 231/237 .589 .595 112 lsa cam, but after talking to Larry @ Speed Inc. and telling him my car is just a summertime/weekend cruiser, wanted to stay N/A, and I still wanted to maintain somewhat stock drivibility, he suggested their reverse split 228/222 .588 .581 114 +5 cam. This cam is perfect in my book, great drivibility, and made nice power, it made 394rwhp. This cam will also work great with my future mods, some TEA Stage 1.5 5.3L heads, and Fast 90/90 set up.
Originally Posted by JaSSon
Exactly why Ive never changed cams. Everyone has tried to get me to do it. I dont think even with a TREX I would pick a whole bunch, not worth the cost and labor of a cam change. What, a tenth or two maybe an MPH or two.
Originally Posted by john563
Ive got a whole list of cams I'm debating on swapping to.I am partial to thunder though.I may spray still not sure.I would like more N/A. I think with a well thought out cam to go with my TSp 5.3 heads/ported fast90/90 and switch to duals and add a pulley I could see 440 in a A4.I just dont want a huge cam that I have to spin real high with no bottom end grunt,and driveability issues. I think its doable.Hell I know a guy with a stalled A4 that puts down 399.2rwhp cam only,not a big cam either
Originally Posted by Websy21
Really interested since I also have an A4 with the same goals in mind. I really like the tr230/224 and not sure if it would be really worth the extra cash adding tsp 2.5's and fast 90/90. I also would like to top out around 6400, I would be all over this combo If I knew it would make 440rwhp. What cam is your buddy running making 400rwhp in an A4?
Originally Posted by Websy21
Really interested since I also have an A4 with the same goals in mind. I really like the tr230/224 and not sure if it would be really worth the extra cash adding tsp 2.5's and fast 90/90. I also would like to top out around 6400, I would be all over this combo If I knew it would make 440rwhp. What cam is your buddy running making 400rwhp in an A4?
Would a reverse split work better in my application?
93 Mazda RX-7
01 LS1, T56
30#fms injectors
LS6 intake, 241 heads stage 1 TEA Milled 0.030, stock valves
Cometic 0.040 Head Gaskets
intake exhaust
.100 71.0 52.6
.200 136.4 109.2
.300 207.2 159.1
.400 249.1 203.8
.500 280.1 230.8
.550 288.5 239.2
.600 291.1 245.2
CAM- Futral F6 226/230 .575/.595 112lsa
ARP rod bolts, and stock TB.
LS2 timing chain, ASP UD pulley
1 7/8 LT's 2.5in true dual exhaust
418rwhp 384rwtq
93 Mazda RX-7
01 LS1, T56
30#fms injectors
LS6 intake, 241 heads stage 1 TEA Milled 0.030, stock valves
Cometic 0.040 Head Gaskets
intake exhaust
.100 71.0 52.6
.200 136.4 109.2
.300 207.2 159.1
.400 249.1 203.8
.500 280.1 230.8
.550 288.5 239.2
.600 291.1 245.2
CAM- Futral F6 226/230 .575/.595 112lsa
ARP rod bolts, and stock TB.
LS2 timing chain, ASP UD pulley
1 7/8 LT's 2.5in true dual exhaust
418rwhp 384rwtq