Considering a change for torque
Considering a change for torque Lately I have been considering a cam change. I really like the Trex V2 I have, but I would really like to make usable power and definitely more torque. My car really comes to life around 4k, but before that it just doesnt have any *****. I was considering something like a 232/236 LSK lobes on a 110, but I saw this cam : 235/243 .646/.653 110LSA +4 advance, in a post by another member and I really like what I heard about it from Patrick G. Sounds like it would be a better choice for me b/c I am ok with giving up 10 or so topend horsepower to pick up some torque. Would this be worth the swap, or would I not really pick up much from this change?
Looks like my G5X3 only with LSK lobes and a lower LSA. I think it's a great idea for you man. I've seen your car run great, but it's just not street friendly.
I like the idea, or even slightly smaller. I think the cam you spec'ed will still be a monster. But maybe something a little smaller so you get even more torque down low.
I like the idea, or even slightly smaller. I think the cam you spec'ed will still be a monster. But maybe something a little smaller so you get even more torque down low.
Originally Posted by N4cer
Oh and UP for PatG and PredZ.
Patrick just spec'ed out my new 236/236 651/651lsk. Going in with afr 205's.
If you're looking to pick up some bottom end while maintaining the top end, you may want to consider a cam like JR's. A 236/236 110LSA cam will be a little crisper in the 2000-4000 range than the 235/243 110LSA cam, but not as strong after that. The bigger cam will breathe better at higher rpm, but it comes with the price of slightly softer low end. If your true goal is to pick up down lower, consider the single pattern cam.
__________________
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.
Not sure how lower down the range that you want some *****, but just moving the IVC up and cutting the LSA may not be enough to help. Giving up some overlap may actually help but it risks cutting power up top. Ahhhh, the tradeoffs of cam design.
I just wanna pick up some power down low, but I dont want to completely give up on the top end. I still want to be able to pull away on people up top, but just have a little more bottom end grunt than I have now. My TREX V2 spec'd out at 243/249 .613/.619 110 LSA. I was thinking that the 235/242 LSK cam would gain enough torque to warrant a change, but still keep close to my peak numbers. My rev limiter is at 7200, but I have enough room to go past that, but no need. The TREX peaked at 6800. What kind of range would a 236/236 LSK 110 have?
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The 236/236 110LSA LSK cam would peak around 6400 rpm, but it would be 20-30 lb ft of torque better than the T-Rex at 2500-3000 rpm. Once you get to 4000 rpm, the gain would be down to 5-10 and the T-Rex would catch it and pass it by 4500 rpm. The 235/243 cam would split the difference down low between the T-Rex and the 236/236 cam.
__________________
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.
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Originally Posted by Patrick G
The 235/243 cam would split the difference down low between the T-Rex and the 236/236 cam.
Moe, one other thing. How do your heads flow? Because that 235/243 is being discussed in another thread where it's being pointed out that it could be a 500hp cam, but you'd have to have massive flow on the heads. Maybe you can tell a little about the flow of your heads, and the gurus can help a little more on this decision. Because if the heads back up above .600 lift, you'll probably get less results than you want, but I'm not sure.
Originally Posted by moeZ28
Lately I have been considering a cam change. I really like the Trex V2 I have, but I would really like to make usable power and definitely more torque. My car really comes to life around 4k, but before that it just doesnt have any *****. I was considering something like a 232/236 LSK lobes on a 110, but I saw this cam : 235/243 .646/.653 110LSA +4 advance, in a post by another member and I really like what I heard about it from Patrick G. Sounds like it would be a better choice for me b/c I am ok with giving up 10 or so topend horsepower to pick up some torque. Would this be worth the swap, or would I not really pick up much from this change?
All the info I have on the heads:
Lingenfelter Performance 853 cast CNC ported
228cc intake runner 85cc exhaust runner Milled .060" (.070" now)
I bought these used for $150 bare, not knowing they were LPE. They had a stamp on the side of one head that said "LPEXXX008". I called LPE and they had flow numbers for the program, but not for my specific heads. They had flow numbers up to .600 lift. They flowed 290 @.600 lift. These were done around 1999 or 2000. I then had bronze valve guides put in, Manley 2.02 intake valves and 1.575 exhaust valves, 3-angle valve race valve job with the intake valves back cut, and I had a local head porter, who does excellent work, clean up around the valve guides and around the valve seats to improve some flow. I do not have any numbers for after all the work I had done to them. My tuner was impressed with how much air my motor ingests. I have an LS6 intake, with these heads and the motor seems to be very efficient air wise.
Lingenfelter Performance 853 cast CNC ported
228cc intake runner 85cc exhaust runner Milled .060" (.070" now)
I bought these used for $150 bare, not knowing they were LPE. They had a stamp on the side of one head that said "LPEXXX008". I called LPE and they had flow numbers for the program, but not for my specific heads. They had flow numbers up to .600 lift. They flowed 290 @.600 lift. These were done around 1999 or 2000. I then had bronze valve guides put in, Manley 2.02 intake valves and 1.575 exhaust valves, 3-angle valve race valve job with the intake valves back cut, and I had a local head porter, who does excellent work, clean up around the valve guides and around the valve seats to improve some flow. I do not have any numbers for after all the work I had done to them. My tuner was impressed with how much air my motor ingests. I have an LS6 intake, with these heads and the motor seems to be very efficient air wise.
Originally Posted by moeZ28
All the info I have on the heads:
Lingenfelter Performance 853 cast CNC ported
228cc intake runner 85cc exhaust runner Milled .060" (.070" now)
I bought these used for $150 bare, not knowing they were LPE. They had a stamp on the side of one head that said "LPEXXX008". I called LPE and they had flow numbers for the program, but not for my specific heads. They had flow numbers up to .600 lift. They flowed 290 @.600 lift. These were done around 1999 or 2000. I then had bronze valve guides put in, Manley 2.02 intake valves and 1.575 exhaust valves, 3-angle valve race valve job with the intake valves back cut, and I had a local head porter, who does excellent work, clean up around the valve guides and around the valve seats to improve some flow. I do not have any numbers for after all the work I had done to them. My tuner was impressed with how much air my motor ingests. I have an LS6 intake, with these heads and the motor seems to be very efficient air wise.
Lingenfelter Performance 853 cast CNC ported
228cc intake runner 85cc exhaust runner Milled .060" (.070" now)
I bought these used for $150 bare, not knowing they were LPE. They had a stamp on the side of one head that said "LPEXXX008". I called LPE and they had flow numbers for the program, but not for my specific heads. They had flow numbers up to .600 lift. They flowed 290 @.600 lift. These were done around 1999 or 2000. I then had bronze valve guides put in, Manley 2.02 intake valves and 1.575 exhaust valves, 3-angle valve race valve job with the intake valves back cut, and I had a local head porter, who does excellent work, clean up around the valve guides and around the valve seats to improve some flow. I do not have any numbers for after all the work I had done to them. My tuner was impressed with how much air my motor ingests. I have an LS6 intake, with these heads and the motor seems to be very efficient air wise.
WHY? I have -4cc valve reliefs in forged Mahle pistons. I have a ton of PTV clearance. Plus, I run a stock GM graphite head gasket which has a compressed thickness of .056". Before, I had a cam bearing back out on this setup the first time I put this motor together, I spun the motor to 7200 with it blowing the tires off and hit the rev limiter like 7 or 8 times and never touched a piston with a valve. There is plenty of room there. Yes, I am a shitty driver and at that time, much shittier!!!!
Well, as right now, I am leaning towards the bigger cam, but that may change when I decide to actually do it. Just added a FAst 90/90 combo, so I am gonna see how much that helps out, then decide whether I want more alot more low end, or just a little more. We will see.... 
Originally Posted by moeZ28
WHY? I have -4cc valve reliefs in forged Mahle pistons. I have a ton of PTV clearance. Plus, I run a stock GM graphite head gasket which has a compressed thickness of .056". Before, I had a cam bearing back out on this setup the first time I put this motor together, I spun the motor to 7200 with it blowing the tires off and hit the rev limiter like 7 or 8 times and never touched a piston with a valve. There is plenty of room there. Yes, I am a shitty driver and at that time, much shittier!!!!
