2000Z28M6

iTrader: (13)

I’ve read several posts concerning cams that are spring killers due to the lift they have, for example the C2 which specs are 224/224 LSA 112 .581/.581. If I plan on using a cam with these specs on stock heads would it be better to just get something with less lift to avoid having to change springs often? I like the C2 specs. Comparing cams, which cam is better on the springs and makes more power with stock heads, the C2 or the TR 224?

99 Black Bird T/A

iTrader: (4)

With a C2 type cam or any other XE-R or very aggressive cam, I would get dual springs. Comp Cam's dual 987's seem to do an excellent job with these type cams and last longer in this application. Based on cam profile analysis I've been told there is like 1-2 percent difference in area under the curve between the TR224 and the Comp Cams 224 XE-R ie C2. The C2 has slightly more potential overall with stock heads I wouldn't think it would make much difference.

mike#9

iTrader: (3)

Unless there is new information that I do not know about... The 987's will not fit unless you take a little off of the heads. Try maybe the REV dual springs. They do not require any machining of the heads.

I like a little higher lift... especially if you go with aftermarket heads sometime b/c the heads today are flowing so well above .550 and upwards to .600... the higher lift cam will take advantage of the better flow up top.

bodhi

I'm using the 918's on my setup with .588" lift. 20K miles and no problems so far.

2000Z28M6

iTrader: (13)

bodhi what kinda number are you putting up? Got any dyno sheets you can post?

99 Black Bird T/A

iTrader: (4)

My bad, I missed the part about stock heads in the orginal post...maybe the REV's in the case.

bodhi

I have the dyno sheet, but no scanner. It The peak hp was 406.1 and torque was 391.4. I think my sig says 398 (my buddy an I had our done about the same time and I always screw up the tq #'s). The cam kicked in at about 2400rpm and carried all the way to 6100rpm when it fell off. The peak hp was at about 5900rpm adn peak torque was at about 4700rpm according to the chart. This was done at RSI in Houston on a Dynojet (i think it was a 648?)
Mods were:
228/224-.588/.581-112 (straight up)
918 springs
Ti retainers
Hardened pushrods
ASP crank pulley- full belt
Katech ported TB
Hooker LT's w/ ORYP
Corsa cat back- full exhaust on the dyno (no cutout)
MTI lid
K&N airfilter
Custom tuning by Chris @ Speeddemon Motorsports
stock clutch
stock rear w/3.42's
17X9 WS6 wheels
Nitto NT555's (not DR's)
NGK TR55
Stock MAF (descreened)
93 octane gas
75 degree ambient temp
A/F ratio was at 13.3:1 at 6000rpm
14:1 at 3600rpm
This exact setup ran a 12.6@118 with a 2.26 60ft. Nothing was removed from car as it came from factory. I weigh 200lbs and had a JL stealthbox with a 10W6 sub and a RF 500-2 amp in during the pass at HRP.

Bone stock with the paper air filter and approximatly 1500 miles on the odometer (16X8 stock wheels with GSC's)- the car ran a 13.2 @108.7 with a 2.2 60ft at HRP.

Anything else?