228/232 .588/.595 110+? Lsa
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228/232 .588/.595 110+? Lsa 1) how many degrees advance should i get ground in for 91 octane fuel, stock head gaskets. and would be best for heads down the road.
2)What length pushrods would be optimal? 7.425?
3)What lobes do get ground on? is XE-R okay?
this is for an A4 with 3000 verter, 3.73 gears.
2)What length pushrods would be optimal? 7.425?
3)What lobes do get ground on? is XE-R okay?
this is for an A4 with 3000 verter, 3.73 gears.
1) how many degrees advance should i get ground in for 91 octane fuel, stock head gaskets. and would be best for heads down the road.
2)What length pushrods would be optimal? 7.425?
3)What lobes do get ground on? is XE-R okay?
this is for an A4 with 3000 verter, 3.73 gears.
2)What length pushrods would be optimal? 7.425?
3)What lobes do get ground on? is XE-R okay?
this is for an A4 with 3000 verter, 3.73 gears.
2. 7.400-7.425
3. lsk or xe-r, xfi maybe.
1. I think when I measured your cam +4 degrees it came out to 8.01 DCR which is fine for pump gas. I don't think degreeing or retarding a cam would dictate which set of heads to purchase alone.
2. Not sure
3. This depends on you. You could get the XE-R lobes which are pretty good lobes but the XFI and the LSK lobes are quicker off the seat and allow more duration at .006. This means that it'll be harder on the valvetrain. It's probably recommended that you get heavier duty valvetrain components with other lobes.
2. Not sure
3. This depends on you. You could get the XE-R lobes which are pretty good lobes but the XFI and the LSK lobes are quicker off the seat and allow more duration at .006. This means that it'll be harder on the valvetrain. It's probably recommended that you get heavier duty valvetrain components with other lobes.
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From: North Bay, Ontario
thanks for the infor so far..i contacted Dave at texas-speed and he said they could grind me this cam in 3 days so, also a very nice person..looks like everythings gonna be a go! ordering this cam thursday...i still need to clarify what the differences will be with +2 degrees or +4 degrees of advance and the for sure length of pushrods.
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From: AUSTIN TX
Well to be sure on the pushrods you would need to hold off on ordering them until you have everything together and then measure with an adjustable pushrod to get the perfect length. As for what advance to get the cam ground on, dont fret over that too much. I would suggest +2 just because that was what I decided to go with on mine which is very similar to what you are getting, but you can just get a multiple keyway timing set and set it wherever you want.
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+4 advance for an auto running stock heads.
+2 advance for an auto running higher compression ported heads
7.425" pushrods with stock unmilled heads and stock gaskets.
XE-R lobes for intake and either the .595" XE-R or the .575" XE high lift lobes for the exhaust (to enhance spring life of the stressed exhaust valve spring).
+2 advance for an auto running higher compression ported heads
7.425" pushrods with stock unmilled heads and stock gaskets.
XE-R lobes for intake and either the .595" XE-R or the .575" XE high lift lobes for the exhaust (to enhance spring life of the stressed exhaust valve spring).
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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
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.
I have that same cam.. I got mine on a 110+4... stock heads, stock 3.42. See my dyno numbers and sound clip in sig. I am also using 7.425" PRs
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
Thread Starter
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From: North Bay, Ontario
I have that same cam.. I got mine on a 110+4... stock heads, stock 3.42. See my dyno numbers and sound clip in sig. I am also using 7.425" PRs
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
I have that same cam.. I got mine on a 110+4... stock heads, stock 3.42. See my dyno numbers and sound clip in sig. I am also using 7.425" PRs
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
The only thing, being cut on a 110 with a +2/+4 advanced it does make it a bit harder to tune with the LSA being so narrow.
The difference between +2 and +4. the +2 will get you to the PB faster but fall off faster in the upper Rs. and the +4 is for top end Rs
Good Luck
The advance shouldn't make that cam any harder to tune. A 228/232 on 110LSA has 10 degrees overlap no matter how much it's advanced.
Originally Posted by CAMAROZ28AQUINO
thanks man...but i thought +4 would bring the rpms down further? any loss of torque with this cam over stock down low? where does it start to pull? if it does
Either way, that cam should pull well by 3000 rpm's with the proper DCR. You'll lose more low-end with stock chambers and gaskets because of the lower compression. A stock LS1 should get 8.28:1 DCR with that cam at +4. Mill the heads to 64cc (or replace with stock LS6 - 243 castings) and run a .045 thick gasket to get it up to 8.71, which is the max you could run with 91 octane, and that will still require a damn good tune.
no highjacking allowed! 
And yes Being on a 110 +4 makes it harder to tune. LSA is mu8ch tighter than a straight up 110.
