TR 230 Cam Questions
06-20-2002, 05:07 PM
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TR 230 Cam Questions I've Had this cam for Quite some time, waiting to get it installed. Lately people on this board have bean having trouble with loosing power. I dont want to loose power should I go with a 224 instead. Are these just tuning problems and is ther a quick fix. I also have a GMS MAF Will this cause problems with the cam.Thanks Brian
06-20-2002, 05:49 PM
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Re: TR 230 Cam Questions i lost 25hp with mine, but I was throwing a "low MAF failure" code which i guess hurts performance, plus running rich as hell, and, what I think, a faulty spark plug.
06-20-2002, 05:51 PM
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Re: TR 230 Cam Questions Jsears8....
Thats alot of cam he is talking about for a daily driver stock displacement LS1.
Do you think we have finally reached the point of diminishing returns on these big cams? The cams here have been getting more aggressive for quite some time now. Have we reached the limit for a [non-race] car?
Just a thought....
Ron,
Thats alot of cam he is talking about for a daily driver stock displacement LS1.
Do you think we have finally reached the point of diminishing returns on these big cams? The cams here have been getting more aggressive for quite some time now. Have we reached the limit for a [non-race] car?
Just a thought....
Ron,
06-20-2002, 06:08 PM
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Re: TR 230 Cam Questions BTW, this continual search for more and more aggressive cams for daily driver cars reminds me somewhat of what has been done in the past with carburators.
ie: over-carbing
ie: Holley Dominator 1250 carb sitting on top of a low compression, mildly ported, stock displacement, daily driver SB Chev engine. Result; Poor throttle tip-in, poor driveability, lost of power/torque, horrible gas mileage.
I certainly understand the need for speed, but, it comes to a point where you can only use so much cam / carb / etc for a givin displacement in a [street] motor.
<small>[ June 20, 2002, 07:57 PM: Message edited by: Kimchee and Rice ]</small>
ie: over-carbing
ie: Holley Dominator 1250 carb sitting on top of a low compression, mildly ported, stock displacement, daily driver SB Chev engine. Result; Poor throttle tip-in, poor driveability, lost of power/torque, horrible gas mileage.
I certainly understand the need for speed, but, it comes to a point where you can only use so much cam / carb / etc for a givin displacement in a [street] motor.
<small>[ June 20, 2002, 07:57 PM: Message edited by: Kimchee and Rice ]</small>
06-20-2002, 09:52 PM
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Re: TR 230 Cam Questions If you are in doubt, just stick with the well-proven 224 cam. You cannot go wrong there.
I went from the 224 114lsa cam to the 230 reverse split and picked up right at 10rwhp, with no other changes. I then removed the y-pipe and ran open headers and saw an additional 10rwhp.
There is more potential with the TR230 as long as your car is tuned correctly (which goes for any cam) and have a very good exhaust system.
Ron, my car is a daily driver and I really cannot tell much, if any difference between the 224 and the 230 reverse split in terms of driveability. The 230 does have a more distinct lope at idle. I am still using the stock idle speed (with TB drilled out) and the car has zero idle problems.
Again, if you are in doubt, the TR224 is a proven winner. You cannot go wrong with it. If you do want a little more, then look into the TR230.
Jason
I went from the 224 114lsa cam to the 230 reverse split and picked up right at 10rwhp, with no other changes. I then removed the y-pipe and ran open headers and saw an additional 10rwhp.
There is more potential with the TR230 as long as your car is tuned correctly (which goes for any cam) and have a very good exhaust system.
Ron, my car is a daily driver and I really cannot tell much, if any difference between the 224 and the 230 reverse split in terms of driveability. The 230 does have a more distinct lope at idle. I am still using the stock idle speed (with TB drilled out) and the car has zero idle problems.
Again, if you are in doubt, the TR224 is a proven winner. You cannot go wrong with it. If you do want a little more, then look into the TR230.
Jason
06-21-2002, 09:57 AM
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Re: TR 230 Cam Questions My problem wasn't with the cam. It was the torque converter holding my power down.
I have the TR230,stock converer,MAC/ORY,stock catback,lid,LS6intake,pulley,11inch rims and I just dynoed in 90* weather more than my Z28 M6 w/ hotcam dynoed in 70* weather with cutout open!!!!
I have the TR230,stock converer,MAC/ORY,stock catback,lid,LS6intake,pulley,11inch rims and I just dynoed in 90* weather more than my Z28 M6 w/ hotcam dynoed in 70* weather with cutout open!!!!
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06-21-2002, 10:56 AM
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Re: TR 230 Cam Questions </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Kimchee and Rice:
<strong>Jsears8....
Thats alot of cam he is talking about for a daily driver stock displacement LS1.
Do you think we have finally reached the point of diminishing returns on these big cams? The cams here have been getting more aggressive for quite some time now. Have we reached the limit for a [non-race] car?
Just a thought....
Ron,</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">We will reach the limit when increasing the cam size fails to make more power. In Jason's case, he gained 10 rwhp over the mighty TR224, so obviously this is not the case. I daily drive a cam with more than 230 intake duration and less than a 111 lsa; it hunts for an idle while I dig around for my sunglasses and find the radio station i want, then its good to go. I got 25 mpg on a recent trip from Dallas to Houston averaging 85 mph, not too bad eh?
<strong>Jsears8....
Thats alot of cam he is talking about for a daily driver stock displacement LS1.
Do you think we have finally reached the point of diminishing returns on these big cams? The cams here have been getting more aggressive for quite some time now. Have we reached the limit for a [non-race] car?
Just a thought....
Ron,</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">We will reach the limit when increasing the cam size fails to make more power. In Jason's case, he gained 10 rwhp over the mighty TR224, so obviously this is not the case. I daily drive a cam with more than 230 intake duration and less than a 111 lsa; it hunts for an idle while I dig around for my sunglasses and find the radio station i want, then its good to go. I got 25 mpg on a recent trip from Dallas to Houston averaging 85 mph, not too bad eh?
06-21-2002, 11:30 AM
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Re: TR 230 Cam Questions My SS is my sole mode of transportation. I drive at least 300 miles a week. Driveability and fuel consumption are big hot buttons for me...as are maximum hp and tq under the curve. The 230/224 reverse split cam picked up power above 5000 rpms and lost nothing below while maintaining comparable driveability and gas mileage compared to my TR224/224 cam. Gaining ET and mph without losing street manners is a winning combination if you ask me.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
06-21-2002, 04:33 PM
#10
Re: TR 230 Cam Questions The two reported cases of losing power with the TR230 have had SUBSTANTIAL idiosyncracies. One had a poorly functioning torque converter and another person had a low MAF code (very very bad for delivering the right AFR to the motor), possible faulty wire (7/8 cylinders is never good for maximum performance), etc. This cam will do you just fine. Just be sure to have an exhaust that can support this flow.
06-21-2002, 04:41 PM
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Re: TR 230 Cam Questions </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Patrick G:
<strong>My SS is my sole mode of transportation. I drive at least 300 miles a week. Driveability and fuel consumption are big hot buttons for me...as are maximum hp and tq under the curve. The 230/224 reverse split cam picked up power above 5000 rpms and lost nothing below while maintaining comparable driveability and gas mileage compared to my TR224/224 cam. Gaining ET and mph without losing street manners is a winning combination if you ask me.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">You have a 230 duration 111lsa cam in an A4 and the thing idles fine? <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> Damn...I've been outta the game too long. When I had a 230/230 cam on a 112 in my M6 the thing idled like ***.
<strong>My SS is my sole mode of transportation. I drive at least 300 miles a week. Driveability and fuel consumption are big hot buttons for me...as are maximum hp and tq under the curve. The 230/224 reverse split cam picked up power above 5000 rpms and lost nothing below while maintaining comparable driveability and gas mileage compared to my TR224/224 cam. Gaining ET and mph without losing street manners is a winning combination if you ask me.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">You have a 230 duration 111lsa cam in an A4 and the thing idles fine? <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" /> Damn...I've been outta the game too long. When I had a 230/230 cam on a 112 in my M6 the thing idled like ***.
06-21-2002, 04:52 PM
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Re: TR 230 Cam Questions The key to the good idle is the reversed split and the very fast ramp rates. The smaller exhaust lobe helps the idle quality and keep the midrange strong.
06-21-2002, 05:46 PM
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Re: TR 230 Cam Questions Hrm, I'd try one if I wasn't so worried about P/V clearance on my intake. I have 2.08" intake valves and 0.030" milled heads.
Yall need a TR227 or something <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Yall need a TR227 or something <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
06-21-2002, 05:50 PM
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Re: TR 230 Cam Questions </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by jmX:
<strong>Hrm, I'd try one if I wasn't so worried about P/V clearance on my intake. I have 2.08" intake valves and 0.030" milled heads.
Yall need a TR227 or something <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">You wouldn't have any P to V clearance. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" /> With 2.02 valves and heads milled .015" we had only .080.
We do have a TR227. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Paul
<strong>Hrm, I'd try one if I wasn't so worried about P/V clearance on my intake. I have 2.08" intake valves and 0.030" milled heads.
Yall need a TR227 or something <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">You wouldn't have any P to V clearance. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" /> With 2.02 valves and heads milled .015" we had only .080.
We do have a TR227. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Paul
