squirrels

For example...I've heard that the Thunder 224/224, 114LSA is not a good cam for boost or nitrous. Then I see that Thunder has a 224/227 on a 114 that they say is specifically for boost/nitrous applications.

I thought the reason certain cams were good for boost was that they had less overlap and held boost in the cylinders longer. But a 224/227 on a 114 with more lift is going to have MORE overlap than a 224/224 on a 114. So why is the 224/227 better for boost than the 224/224? Someone explain the physics to me.

Thanks

XAntivenomX

iTrader: (5)

I'm no cam expert, but I think it is because you need more exhaust duration to get out all the air/fuel that you crammed into the chamber with the power adder.

I'm sure someone who knows more than I will chime in.

Chris Spiess

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Anti Venom:
<strong>I'm no cam expert, but I think it is because you need more exhaust duration to get out all the air/fuel that you crammed into the chamber with the power adder..</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Particularly true for a nitrous app, the pressurization of the intake for SC and turbo apps helps push the burned gases out so for those apps it's not as much of a concern. Wider LSA also helps a nitrous application to build more cylinder pressure; and similar for SC/Turbo setups

I'm sure someone who knows more than I will chime in

squirrels

That much makes sense to me. I understand that a 224/227, 114 is going to be better than a 224/224, 114 for boost/nitrous because of that. But therefore is the 224/224 necessarily a BAD cam for boost/nitrous? I mean, compared to the stock cam? I can see where it won't be optimal, but I'd really like somethign that can run well NA or boosted. Is there a reason why a TR224 on a 114 would be necessarily "bad" for boost?

XAntivenomX

iTrader: (5)

I don't think there will be enough difference N/A between a 224/224 and a 224/227, but with boost or nitrous, the split will greatly outperform the single pattern.
Just my thoughts.

neat

N20- More exhaust than intake duration. N20 explands a ton once it breaks aopart to release the oxygen so you've got more exhaust gas.

Supercharger- Pretty much a good NA cam will work well with a super charger. A split pattern with a 114 or higher LS will work the best.

Turbo- You need, at the very least, a single pattern cam. An inverted pattern is better. Turbo's make a whole boat load of backpressure, you don't want that exhaust open longer than the intake or reversion will occur and you will lose power. A wide LS is also good, 115 or so.

SAINT WS6

So the G5 would be pretty good for N20? It's got alot of exhaust duration right? I'm considering this cam for my H/C/Nitrous coming this fall

neat

I dunno the specs on the G5, but a bigger exhaust duration and a somewhat wide LS is good for N20. You don't want to spray N20 out the exhaust so the LS needs to be 114 or so

DenzSS

If I remember correctly, the traditional split duration is good for SC/Nitrous with a fairly wide LS (114 or so as previously stated).

Traditional split duration isn't great for turbos, but there are several turbo cars that run a reverse split on a wide LS so there is more time to build boost.

I think that is correct at least.