LS1IMPULSE

iTrader: (42)

Why? you like power? Patrick G made 475RWHP with a 223/227 cam and AFR's.

02T/A-WS6

iTrader: (4)

wow the lift must have been over .600 to get up there that high

LS1IMPULSE

iTrader: (42)

somewhere in the 630-640 range IIRC. patriot duals are only like $260 for the whole kit and you good to go, just check them every 15K miles or so.

silverbeast

iTrader: (16)

go with the 224-228 cam that Tony used in his setup. It is a good cam also.

mgcook

iTrader: (3)

You could PM Patrick G. and see what he says. He's the cam guru around here.

TA1364

iTrader: (11)

I was thinking the same thing, whats the power range on this cam?

CAMAROZ28AQUINO

id go with a 228/232 .588/.595 or maybey get is ground on the lsk lobes with a bit more lift but its up to you. With this cam it has a good choppy idle with 10 degrees overlap, still makes good power down low and peaks at 5950 rpms. To me this is a perfect street cam but i donno since urs is not a daily driver if you wanted something a bit bigger, but bigger means power later. Also check out TORCHD02TA's numbers, rate now hes at 404rwp with full bolt ons and an underdive pully, no EWP or heads. Talk to pat or terminator for a custom cam setup that will be tailored to your need/wants.

02T/A-WS6

iTrader: (4)

yea i was reading a thread that torchd02ta started and he was having issues with tuning which made me nervous but i guess he got is all figured out so thats good.

and for TA1364 the MS4 peaks pretty high up in the six's i believe not exactly what im lookin for but thanks for the input.

TA1364

iTrader: (11)

I meant the 228/232 112lsa, I might go with this when the day comes to do a cam swap

mgcook

iTrader: (3)

if you do 228/232 i'd go with 110+2 LSA

Brad Hutchcraft

iTrader: (8)

LOL, 228/232 sounds alot like the cam I recomended to him from Vengeance... Seems like we are on the same page

Check the VRX4 228/230 .588/.592 with your choice of LSA (112, 113, 114)
They had a recent dyno test with this cam and it made over 470 horse to the wheels with ported heads.

Patrick G

iTrader: (14)

Most people wish they had gone to a bigger cam until they get to 6 degrees of overlap at .050". Once you go past that, you'll need an excellent tune to make daily driving enjoyable. Lift is a two-edged sword: It will make more power than lower lift because the ramp speed opens and closes the valves much quicker, increasing valve curtain area for the same duration at .050". But high lift ramps require more precise spring height setup, a much higher quality spring, and more frequent valve spring replacement intervals.

For those who prefer to run the affordable beehive springs like the 918s, I prefer to spec the very reliable Comp XE high lift lobes. For max power with ported cylinder heads, I like the Comp LSK lobes. But they require lots of spring setup attention which most people aren't willing to do. My most recommended street/strip lobe with dual springs are the newer Comp XFI lobes. They give near LSK performance, but will not require as much attention to the springs.

Another mistake that many on the board make are going with too much duration and too wide of an LSA. This approach typically makes the power curve weak in the mid-range and only shines above 6000 rpm...not the kind of curve the OP is looking for.

A safe bet would be a single pattern cam with plenty of lift and Patriot Extreme dual valve springs (with Ti retainers and a 7.425" pushrod).

226/226 .609/.600" 110LSA +2

chrs1313

iTrader: (24)

i agree with patrick i love my cam and wouldnt change it for anything...tons of tq and hp...

TA1364

iTrader: (11)

Whats the difference between a 110+2 lsa and 112lsa?

hammertime

iTrader: (1)

I know it was early at 7:30AM, but is it safe to assume you meant 224/224 .609/.600? Those are the XFI specs I had for the Intake and Exhaust lobes...

..otherwise, what lobes did you use?

hammertime

iTrader: (1)

110+ 2 means the LSA is 110* plus two degrees advance, so that the intake valve closes sooner, boosting bottom end torque in trade for a power peak a 100-150 rpm sooner. You can advance or retard any cam, but you cannot change the LSA without regrinding a cam.

In essence, a 224/224 112+2 and a 224/224 110+0 cam have the exact same intake valve events, but the cam ground on a 110* LSA has 4* overlap at .050" lift, while the cam ground on a 112* LSA has 0* overlap at .050" lift.

IVC you can change by advancing or retarding, overlap you have to swap cams to change.

This does not apply to a DOHC engine, only an OHV or OHC single cam engine.

Patrick G

iTrader: (14)

XFI lobes have been measuring 2 degrees larger than advertised. I use actual duration and lift numbers on most of my custom cams now. This has helped me choose better valve events for the combinations.

TA1364

iTrader: (11)

So 110+4 will bring the peak down, which would be better on stock bottom end not having to spin it as high? Not sure I understand the overlap though, 228/232 112, 228/232 110+2, 228/232 110+4

hammertime

iTrader: (1)

Good to know. I recalled that LSK's were coming out 1 degree larger (like your PG Torque Cam), so this makes sense.

It's like more cam for your money!

bad6as

iTrader: (17)

what are xer lobe cams coming over as?