Yet another ? for the cam gods!
Yet another ? for the cam gods! I have been reading cam threads for the last few weeks and it is starting to drive me crazy.
I have pretty much decided I want to go with a comp xe-r 232/234, but am having a hard time deciding on advance and lsa.
A little info on my setup- fresh forged 347 with my existing prc 5.3's (2.02/1.6 valves, milled 15 thou)and plan on running the caddy lifters. My previous cams were a tr224 on a 112 +4 and a mti x1 on a 112 +4. While I really don't need more torque down low than these cams had to offer with a sub 2800 lb car and fairly aggressive gearing. I would like something that drives a little better and is easier to tune- no low rpm bucking, cam surge, hunting for idle. I would like peak power before 6800, but able to run it out to 71-7200 if need be, rather than shift into 5th in the 1/4 mile. The car will spend quite a bit of time on the roadcourse and springlife is a concern, so an xfi lobed cam is out of question.
So here is my basic understanding, a higher lsa will idle smoother and be easier to tune given the same lift and duration. Advance the timing a couple degrees and bring the power curve back just a little bit. How does a 113 lsa +2* sound?
I have pretty much decided I want to go with a comp xe-r 232/234, but am having a hard time deciding on advance and lsa.
A little info on my setup- fresh forged 347 with my existing prc 5.3's (2.02/1.6 valves, milled 15 thou)and plan on running the caddy lifters. My previous cams were a tr224 on a 112 +4 and a mti x1 on a 112 +4. While I really don't need more torque down low than these cams had to offer with a sub 2800 lb car and fairly aggressive gearing. I would like something that drives a little better and is easier to tune- no low rpm bucking, cam surge, hunting for idle. I would like peak power before 6800, but able to run it out to 71-7200 if need be, rather than shift into 5th in the 1/4 mile. The car will spend quite a bit of time on the roadcourse and springlife is a concern, so an xfi lobed cam is out of question.
So here is my basic understanding, a higher lsa will idle smoother and be easier to tune given the same lift and duration. Advance the timing a couple degrees and bring the power curve back just a little bit. How does a 113 lsa +2* sound?
That bigger cam is going to have more overlap than the TR 224 on a 112 or the X1 on the 112. More overlap is going to make it even harder to tune than the other cams. If you want to spin to 7200 rpm, you're going to want an IVC around 48 degrees ABDC at .050". If you want no low rpm bucking and surging, you're going to want to keep your overlap at or under 0 degrees at .050". A 232/234 cam on a 113 has 7 degrees of overlap. Not a step in the right direction. My suggestion?
228/228 .588/.588 114LSA +0 advance
or
230/230 .592/.592 115LSA +2 advance
228/228 .588/.588 114LSA +0 advance
or
230/230 .592/.592 115LSA +2 advance
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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.
Due to space, my headers are not equal length and collectors are not a true merge. Would a slightly larger exhaust duration and lift benefit me? Say a 228/230 or 230/232.
I would like to have ~450 rwhp when I do switch to the ported fast 90 setup. The car is not a daily driver and I'm probably making the driveability issues sound worse than they really are. If I'm going to need a cam with more overlap to reach my goals, so be it!
tia-Garrett
I would like to have ~450 rwhp when I do switch to the ported fast 90 setup. The car is not a daily driver and I'm probably making the driveability issues sound worse than they really are. If I'm going to need a cam with more overlap to reach my goals, so be it!
tia-Garrett
Let me get this right. You want a bigger cam that acts like a cam smaller than what you already had. If you had bucking and idle hunting problems with the cams you said you already had, it was because they probably weren't tunned right.
Re'
Re'
You got it right, I want to have my cake and eat it too! I was under the impression lsa had a large effect on idle and "tunability". Every lsx powered car I have been around with an aftermarket cam has always had it ground with a 112 lsa and a +4 advance.
