Suggest a cam suitable for DD and weekend spray.
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From: Texas....thank God.
Suggest a cam suitable for DD and weekend spray. I am having a really hard time choosing a cam for my application. Naturally, I am in want of the MS4, but for my application I just dont see it as practical.
Here is the setup:
Stock LS1 block and heads with LT's, off road Y, lid, 4.10 gears, and 100-150 shot plate system.
Am I correct in thinking that anything 112LSA or below is not going to be to my benefit on spray? I still want a good lope though? HELP!!! I just cant figure it out...
Here is the setup:
Stock LS1 block and heads with LT's, off road Y, lid, 4.10 gears, and 100-150 shot plate system.
Am I correct in thinking that anything 112LSA or below is not going to be to my benefit on spray? I still want a good lope though? HELP!!! I just cant figure it out...
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From: IN A VAN, DOWN BY THE RIVER!
what kind of numbers are you looking for? are you willing to flycut? you need to be more specific to get a better answer. and sometimes it takes more than an hour and fourty minutes to get a response. 
Thread Starter
12 Second Club
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From: Texas....thank God.
Really, Im just looking for some recommendations. I would like 400+ RWHP, but that is kinda a given, because who wouldnt?LOL No flycutting, besides with stock heads it has to be a RETARDED cam to require flycutting. I cant even think of any.
I thought the question was pretty simple. What would you reccommend for a daily driver that responds well to nitrous? I want a lope, but it seems that the LSA I would probably need for spray(114) would not give me the lope I am looking for. I just dont know what numbers to look for to maintain a happy medium between NA power, and spray effeciancy.
I thought the question was pretty simple. What would you reccommend for a daily driver that responds well to nitrous? I want a lope, but it seems that the LSA I would probably need for spray(114) would not give me the lope I am looking for. I just dont know what numbers to look for to maintain a happy medium between NA power, and spray effeciancy.
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Launching!
Joined: Sep 2006
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i think you have alot of option in here
i will recomend tsp 228r
tr 224-cartec 224-228. those cams i think its the best for dd and nos and its make great power band too without it i had the tr224 and its was perfect 412hp with darts205.
but if want agressive power without the sniff i will recomend g5x3 or ms3. u can use the nos with it ofcourse but it well need a hell of tuning
i will recomend tsp 228r
tr 224-cartec 224-228. those cams i think its the best for dd and nos and its make great power band too without it i had the tr224 and its was perfect 412hp with darts205.
but if want agressive power without the sniff i will recomend g5x3 or ms3. u can use the nos with it ofcourse but it well need a hell of tuning
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I think it would do ok on spray. I don't know anyone who sprays that specific cam, but talking with TSP, they told me that ls1's seem to like between a 4 and 6 degree duration split for nitrous.
TSP 233/239 113lsa...I dont have any Dyno Numbers, car runs strong, no track numbers. Personally, I think its a great daily driver cam PROVIDED YOU CAN GET A GOOD TUNE! The Driveability is all in the tune. From what i have seen people generally make +/- 400rwhp with this cam + bolt-ons. I hear its okay with nitrous as well.
BTW I drive this car 600-700 miles a week...I dont have any problems with it as long as i let it warm up for 1-2 minutes before driving it. It all depends on how high of a tolerance for modded cars. I drive this car at 60mph in 6th gear (no power lol, but you can do it)
Here is a sound clip of my car with mac midlength headers, and a cutout.
BTW I drive this car 600-700 miles a week...I dont have any problems with it as long as i let it warm up for 1-2 minutes before driving it. It all depends on how high of a tolerance for modded cars. I drive this car at 60mph in 6th gear (no power lol, but you can do it)
Here is a sound clip of my car with mac midlength headers, and a cutout.
Last edited by 2 SSlow; Feb 12, 2007 at 06:35 PM.
Chanse what you just described is exactly what my plans are. The one above ^^^ sounds freakin kickass.
I was also thinkin about a Torquer v2. Anyone know how well that does with say a 100 shot?
I was also thinkin about a Torquer v2. Anyone know how well that does with say a 100 shot?
On The Tree
Joined: Aug 2004
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From: Fort Collins, CO
I've heard of plenty of people spraying on cams below 112 lsa. Honestly, unless you are going to be spraying all the time, I'd just spec the cam for what you want NA on your DD. It'll run the way you want it for the majority of the time you use it, and maybe a few hp down from its full potential on the juice.
Good luck, a cam search is a neverending one... 
Good luck, a cam search is a neverending one...
11 Second Club
Joined: Oct 2005
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From: Sandwich, IL
I second the TSP 233/239 cam. You can spray a 150 shot on just about any cam. However the stock bottom end will last longer on spray if the cam has a larger traditional split which is why I like the 233/239 112 LSA. That should give you good power, acceptable street manners (with a good tune) and a nice choppy idle 
Good luck.
Good luck.
Originally Posted by darrensls1
I second the TSP 233/239 cam. You can spray a 150 shot on just about any cam. However the stock bottom end will last longer on spray if the cam has a larger traditional split which is why I like the 233/239 112 LSA. That should give you good power, acceptable street manners (with a good tune) and a nice choppy idle
Good luck.
Good luck.
For a given amount of nitrous, a reverse split cut narrow would allow the stock shortblock to stay together longer. The smaller exhaust lobe will limit the already limited exhaust flow potential of the motor and the overlap from being cut narrow will allow nitrous to pass through the cylinder into the exhaust. Both items will provide an end result of limiting the cylinder pressure the motor sees.
With all that being said the difference will not be drastic at the 100hp level as already stated.
Ben T.
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Joined: Oct 2005
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From: Sandwich, IL
Originally Posted by Studytime
I take issue with that statement. The stock bottom end will see more cylinder pressure with a traditional split cam on a wider LSA, more cylinder pressure over time means more wear and a higher failure rate.
For a given amount of nitrous, a reverse split cut narrow would allow the stock shortblock to stay together longer. The smaller exhaust lobe will limit the already limited exhaust flow potential of the motor and the overlap from being cut narrow will allow nitrous to pass through the cylinder into the exhaust. Both items will provide an end result of limiting the cylinder pressure the motor sees.
With all that being said the difference will not be drastic at the 100hp level as already stated.
Ben T.
For a given amount of nitrous, a reverse split cut narrow would allow the stock shortblock to stay together longer. The smaller exhaust lobe will limit the already limited exhaust flow potential of the motor and the overlap from being cut narrow will allow nitrous to pass through the cylinder into the exhaust. Both items will provide an end result of limiting the cylinder pressure the motor sees.
With all that being said the difference will not be drastic at the 100hp level as already stated.
Ben T.
Unless you're going to be running over a 200 shot, it really does not benefit you much to grind a cam for nitrous. For a daily driven vehicle that wants maximum area under the curve, choose the cam that meets your NA goals and spray all you want. I've run 150-200 shots on TR 230/224 111LSA reverse split cams and gained as much power on the spray as guys running the same size shots on 114LSA cams with large forward splits. Again, choose your cam on your NA goals and spray when you need a little bit more.
__________________
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.
Originally Posted by Patrick G
Unless you're going to be running over a 200 shot, it really does not benefit you much to grind a cam for nitrous. For a daily driven vehicle that wants maximum area under the curve, choose the cam that meets your NA goals and spray all you want. I've run 150-200 shots on TR 230/224 111LSA reverse split cams and gained as much power on the spray as guys running the same size shots on 114LSA cams with large forward splits. Again, choose your cam on your NA goals and spray when you need a little bit more.