99 Black Bird T/A

iTrader: (4)

Results for the G5 are very impressive. No argument there!

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by AllCammedUp:
Not really sure. I've never heard Lou comment one way or the other on that topic. Was he talking about in the past, around the time the cam was introduced? I don't know.</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Yes I recall hearing something about that around the time the cam was introduced.

AllCammedUp

Bear, thanks for the reply. Which of the two do you feel was the 'stronger' of the two cams? You've definitely got good heads, so that shouldn't be a limiting factor. Did the G5 feel like it had more torque than the TR cam? Realistically, the intake lift and duration of the G5 and the TR224 are almost identical, so for the sake of argument, the exhaust side of the cams are really where the differences are. Did the G5 produce more torque than the TR224 throughout the rev range?

My heads exhaust flow is *excellent*. TEA gets the ports to flow quick for good torque right off the bat (intake is as well, but for right now, the exhaust seems to be the big difference in both cams, like I noted above), so I'm not so sure the extra exhaust duration (and lift) of the G5 is really buying me anything with my specific application, especially since I'm not gonna spray. Comments?

Bear

iTrader: (1)

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by AllCammedUp:
<strong>Bear, thanks for the reply. Which of the two do you feel was the 'stronger' of the two cams?
</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I ran better times with the G5. It was about .2 faster. I would not trade the time for the comfort. If it was .6 or so maybe I would, but not for that little more.

J-Rod

Hmmm, you may wish to look at some posts made by TAMU Z. He switched out his G5 and moved over to a Fastech F1 which is almost identical to the MTI X1. His car has stock Ls6 heads with headers and a Vortex airbox. His car made 403 rwhp with the g5 cam on the dyno.. The cam was pulled and the f1 went in. same dyno same day the f1 made 420 rwhp.

bigSS

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by bigSS:
<strong>ON THE SPRAY, how much more rwhp and tq is the G5 going to make over the TR 224?</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Anyone care to comment?

H82BBad

I think the small 227/224 cam from thunder would be the best for you. Suppossedly the same drivability as the 224 but worth more power.TEA heads seem tolike the reverse split..

kick_*ss

iTrader: (1)

I can tell you the TR224/.562/112 cam runs great. Without tuning LunaticTA pulled 373 rwhp and I pulled 368 rwhp. We have identical setups using the TR224, Rev Double Spings, TI retainers, TR Hardened Pushrods/FLP LTH, ASP underdrive and overdrive pullies, LS6 heads. The 5 rwhp difference is way within error ratios.

It does shake, nothing that I can complain about but enough to make it look and sound awsome.

Paul from Thunder said the best shift point would be at 6500 and setting the rev limiter at 6800.

We are getting 2 licenses of LS1Edit most likely this week and are hoping to be able to tweek at least 390-400 rwhp out of it. The number above also only reflect a 6250 rev limiter. We already picked up EFILive which is helping to find out everything possible before we start playing with the pcm.

Just expect to be hitting 100mph without trying and hitting the rev limiter all the freaking time. What a bummer huh??? <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

Louis

iTrader: (7)

The driveability of the G5 is all up to the person that tunes the car. That simple. I can make the TR 220 cam run terrible if I felt like it. Idle, Ingear Idle speed, AC Idle- All perameters that one can set with LS1edit or specific tuning.

The G5 will have quite a bit more low end grunt over most cams. Its Road racing backround gives it that nature. I am staring at my graph, and I have ~370 tq@ 3200 rpms <img border="0" title="" alt="[Cool]" src="gr_images/icons/cool.gif" />

Crusing in 6th gear @ 70 mph is fun. No need to downshift, no lugging, no surge- just plain passing power. Sure, downshift to 3rd or 4th. But beware, youll shortly exceed a hundred <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />

AllCammedUp

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"> I think the small 227/224 cam from thunder would be the best for you. Suppossedly the same drivability as the 224 but worth more power.TEA heads seem tolike the reverse split.. </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">How can you prove that TEA heads make better power with the reverse split? The intake and the exhaust ports of the TEA heads are flat awesome, and flow like a *****, so I'm not sure I see where the reverse split is buying anything. I know it helps to make up for a lacking intake port, but the TEA heads are in no way lacking at all. Maybe I'm just confused on the application of the reverse split, but I thought it was a preferred cam on stock heads or cars with a near-stock profile. The extra intake duration helped get more in the cylinder for more power. If the heads flow so well, I'm not sure that kind of cam is necessary. <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" /> Please, someone educate me if I'm wrong. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">The driveability of the G5 is all up to the person that tunes the car. That simple. I can make the TR 220 cam run terrible if I felt like it. Idle, Ingear Idle speed, AC Idle- All perameters that one can set with LS1edit or specific tuning. </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Did you do your own tuning? If so, what else, other than these parameters did you have to change to get the G5 in it's best tune?

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"> The G5 will have quite a bit more low end grunt over most cams. Its Road racing backround gives it that nature. I am staring at my graph, and I have ~370 tq@ 3200 rpms </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Killer. That's encouraging news. Is that graph posted anywhere, or would you mind to post it if it is not already?

Do you think the profile of the G5 will work good with the 5.3L heads? The TEA heads have excellent flow on both intake and exhaust. With the exhaust duration of the G5 being somewhat long, and the lift being relatively high, I am curious as to whether that will help me or hurt me in comparison to the single-pattern profile of the TR224. <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" /> That's the real debate for me right now.

Thanks for all the replies guys, it's a killer thread!

AllCammedUp

^^^

H82BBad

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by AllCammedUp:
<strong> </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"> I think the small 227/224 cam from thunder would be the best for you. Suppossedly the same drivability as the 224 but worth more power.TEA heads seem tolike the reverse split.. </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">How can you prove that TEA heads make better power with the reverse split? The intake and the exhaust ports of the TEA heads are flat awesome, and flow like a *****, so I'm not sure I see where the reverse split is buying anything.thread!</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">It makes up for a lacking intake not the port in the head the acctual intake itself <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" /> . I used to be TEA's machinist so I am familar with there product.

<small>[ November 07, 2002, 06:04 PM: Message edited by: H82BBad ]</small>

Chicago Crew UnderBoss

iTrader: (1)

Excuse my ingorance as i am new to this forum but an old veteran to the corvette forum, is TEA Heads abreviated, what heads are these and what company produces them.

Thanks,

MTI 427 Roadster

Chicago Crew UnderBoss

iTrader: (1)

Excuse my ingorance as i am new to this forum but an old veteran to the corvette forum, is TEA Heads abreviated, what heads are these and what company produces them.

Thanks,

MTI 427 Roadster

99 Black Bird T/A

iTrader: (4)

MTI Roadster,

TEA is Total Engine Airflow they are a board sponsor.>>>>>>>>>>>>over there>>>>>>>>>>>>>>>>>>>

www.totalengineairflow.com

TEA sells an excellent sets of LS1 Stage II heads with dual springs and lot's of good stuff. The heads flow very well and make excellent power. TEA is well worth checking out if your doing heads and cam etc. Call and ask for Brian Tooley.

My TEA heads and SRP cam should be installed soon.
<img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Jason99T/A

iTrader: (21)

Good luck with your cam install this weekend Whitney!

BTW, your TR window banner shipped out yesterday.

torchedZ

So did you go witht the TR224? If you did, what was your reason?

beardWS6

iTrader: (1)

I went with a X1 cam from MTI. I have a A4 with vig 3200, 12-bolt with 3.73 and pulled 405rwhp. She is tuned down alittle to handle the 100 wet shot. I run my timing about 23degrees-a little rich for safety. I`m loosing about 30rwhp for being a Auto, but I will tell you she runs like a Mother (on motor and on spray) I made 520rwhp on spray. The 315 nitto`s on 17x11 can`t handle the motor from a dead stop, much less the spray. The car shakes a little from the cam, but the sound is sweet hehe!I`ve got a friend with a M6 with the same set-up as mine and he pulled 445rwhp with 10-bolt and 3.42 gears. O yea we have S2 heads also from MTI!!! Great set-up You should take a look at it!!! <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

BurnOut

iTrader: (1)

One thing I will mention regarding the G5 is that from speaking with Lou in the past (I have taken a LOT of his time on the subject), the G5 is meant to work in conjunction with the SII G2 heads as a system.

If I understood Lou correctly, the cam was spec'd/designed after the head porting program was finalized (read: port flow for both the intake and exhaust ports was known). That way, the timing of the valve events compliments the flow characteristics of the heads. Makes sense to me.

Anyhoo, with that in mind, we can see why the G5 may not perform any better than "average" (for the size cam that it is) until it is used in conjunction with heads that exhibit the flow characteristics (whether they be from LG or someone else) for which it was designed.

To my knowledge (and I admit that I could easily be wrong), the TR cams were designed to be good "generic" or "rule of thumb" cams, with no particular porting program/port flow in mind. That could explain why we see the TR cams kicking *** with stock/GTP/TEA heads, but when it comes to complete heads/cam packages (such as those available from LG, MTI, ARE, MMS, etc...) that were designed to work together, the TR cams fall slightly behind.

Don't get me wrong, I'm not trying to bag on the TR cams at all (are you kidding me?? They produce EXCELLENT results both on the dyno and on the track!!), just trying to help others understand that it's not just about the raw parts involved, but about the package as a whole.