So Lost on picking a cam...I have researched and researched and...
#27
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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.
#28
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.
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.
#31
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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.
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.
#32
LS1 Tech Administrator
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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
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
__________________
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.
#35
TECH Fanatic
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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.
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
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
..otherwise, what lobes did you use?
#36
TECH Fanatic
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.
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.
#37
LS1 Tech Administrator
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.
__________________
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.
#38
11 Second Club
iTrader: (11)
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.
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.
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