Once I get a new cam and get it installed I am going to post cam specs, dyno #, and anything else that might be helpful to others. Thanks to all that have posted info to this point.

 

Yeah since this is not a maximized setup, I want a nasty sloppy cam... think Top Fuel, lol... but then again, I don't want to pull a long side a Stang and not be able to Rep our community

DM

 

Old cam was 243/251 112 lsa 109 icl. Made good power peaked at 5800-5900 rpm and fell off after 6000 rpm. New cam is Pat G/EPS grind cam is smaller idles and drives better makes more power.

 

you can see where my cam dips bad, but with the converter i cant feel it.

6.2
stock port heads milled 20thousandths.
228/236 .588.601 112+2
Pacesetter LTs/OR-Y 3" single exhaust
3:42s but now 4:10s
Circle D 3200 but now a PI3600 9.5" converter
Billet servos
4" CAI
UD crank pulley
Truckshop tune

352rwhp/380rwtq 2nd gear pull converter unlocked on 31.5" tires
13.0 @ 103.8 on 3:42s 28" DR 3200 converter
13.0 @ 104.2 on 4:10s 28" DR 3200 converter
have yet to go back since the converter swap.

im thinking of recamming it or restalling to a 3200 9.5" converter.
keep in mind this is a 2008 CCSB with a 4L60e not a 6L80e.

any input? thanks

 

Funny thing is the 9.5's have found to be more efficient and have less % of slippage than the 10's and 11's... Maybe try a 9.5 at a smaller stall 2800-3000 with maybe a 2.2-2.4 STR.... I usually pick my stall based on where I want to be in the torque curve when at wot/flash etc.......

What cam is that and the lobes?

 

the dyno was with that 278mm 3200, i forgot to put that sorry.
the 9.5" is in there now and i cant feel that dip at all! the only thing is i think it doesnt pull on the top end so i was going to go back to a 3200 stall speed bc im in a heavy truck it'll flash higher on DRs. the cam is fun, im just annoyed with the 112 now. after reading this thread, i feel the cam could use more exhaust or less intake, with more lift, and less LSA or more however thats suppose to be to widen it up.

 

Try Andre at Edge Racing in California, he has nailed all mine down....each converter was hand made, custom Billet....

What cam is that and the lobes?

Check you PM.... I got something for you......

 

i dunno its spec'd through a TBSS site. i regret it in this 5800lbs truck

 

Those are Comp XER lobes.

 

Also, why second gear pulls? Get to 1:1, 3rd gear, and pull it.

112 isn't bad for a truck it will help everything come in at a lower rpm.

 

i was on 3:42 gears an 31.5" tire 1 peice driveshaft at 100+ = explosion

 

nice to see u here keniff.. lol.. im really happy with the cam * ed curtis spec'd *.. however a few guys said maybe a smaller cam could perform better then this does.. dont feel like going through a cam again.. any thoughts

 

Ok should have responded back here a little while ago dyno on my car came up with 460 rwhp on an aussie dyno which reads less than the Mustangs you guys use. Car flattens out at 5300 rpm which is 300 less than I was hoping for. Apart from that it's excellent for daily driving duties,shifting at 5500 rpm is plenty for the stroker though.

It's a 418 with ported L92's, Nick Williams 92 tb, 1 7/8th long tubes, 218 228 112 xe cam on 112 ICL The car idles nicely at 830 rpm and has perfect manners for a M6car.I'm using 81% Inj duty cycle at 5300 with the ls7 injectors so don't have enough injector to go much bigger in the cam at present. 6200 used 90% for example. If I was doing it again I would go with 116 lsa on the cam.

I don't know that I have given up a lot by going the smaller cam route but it's certainly a strong performer in DD guise. It's obviously a setup for a M6 car or a stock stalled auto.

cheers

 

[QUOTE=Spinmonster;13832487]Dont you think the reason the 216 117lsa made more power than a 218 112 because the power band is choked on the use of a 216 intake lobe with a 112LSA? If the cam doesnt peak at the same rpm as where the intake and the rest of the build forces a peak at the number will be muted. Obviously a cam that peaks at 6300 or so will be coincident with the rest of the parts. A cam that peaks at 5800 or so wont and thus will give you a lack-luster number.

[QUOTE]

Yes and no,

the 218 224 peaked at 6300rpm in NA guise, the 216-234 117 peaked at the same rpm, but peak tq was later. Exact same rpm. The small cam would surprise you spin, how do I know? Because I have tested and proven it. In NA form power isnt to much different between these cams.But the tight split eats it on the road.And has more dynamic compression with it installed the the 117 cam. But with a blower the first has a later ICL and less overlap plus bigger exhaust, Hence more power in the boosted combination.

Through workshop real world testing and not so much cam simulators you will find some different lsa cams peak earlier in tq but same rpm in peak hp,infact I have a book in fron right now with same durations on different lsas and this is what happens!, If you look at engine masters testing you will see this. Proven fact.

Wide lsa cams are terrible with single planes aswell. So I have just found out lol. The factory long runners really help to improve low end torque Which is why we run wide lsa cams to compensate. With a carb manifold 112 is wide, 114 is pro stock territory, 110 if you wanna rev it and 106 for street. These are just numbers but in general it is what is common and ballpark figures.

The real story is avg power is what makes a car fast at the track, So many little cam G8s eating say 230s cams on 114 in G8s because the avg power is generally better. What works in a corvette wont work in a G8.

 

SS Enforcer, is this about what your graph looks like?

 

[QUOTE=hymey;13889704][QUOTE=Spinmonster;13832487]Dont you think the reason the 216 117lsa made more power than a 218 112 because the power band is choked on the use of a 216 intake lobe with a 112LSA? If the cam doesnt peak at the same rpm as where the intake and the rest of the build forces a peak at the number will be muted. Obviously a cam that peaks at 6300 or so will be coincident with the rest of the parts. A cam that peaks at 5800 or so wont and thus will give you a lack-luster number.

With the shorter intake durations, 216,218 etc... and combined with the .030 over and .040 milling, are you aussie guys running into detonation problems? I know you guys run wider LSA's, but what is your calculated DCR? Also how much timing are you guys running from idle to 6300 rpms+? I am curious how the milled heads,short intake, are working out for you guys....? I would guess you guys are around 8.3-8.6 DCR?

 

Wide lsa cams are terrible with single planes aswell. So I have just found out lol. The factory long runners really help to improve low end torque Which is why we run wide lsa cams to compensate. With a carb manifold 112 is wide, 114 is pro stock territory, 110 if you wanna rev it and 106 for street. These are just numbers but in general it is what is common and ballpark figures.

hymey, would you say that single planes have less of a reversion problem for a given overlap than the long runner factory type manifolds? I have noticed it is easier to tune large cames in single plane intakes.

 

OMG my head is spinning.. I'm understanding about half of this and I'm inclined to leave this to someone that has actual real world experience.
I've been dealing with poor power, poor track times and poor fuel economy since installing L92/L76 (unmilled/unported) on my stock LS2 GTO. Terrible surging, exhaust smell etc. after at least half a dozen retunes from a competent/proven tuner. All this info is leading me to believe that the unmilled heads combined with an off the shelf 224/228 TR cam is whats creating all my misery. I've never had much luck getting advice on this board with exception of "do a search" as if I haven't spent hours and hours searching. Can someone lead me in the right direction to end my misery?

 

What camshaft again, with specs?

 

Do you have a dyno graph?
What are your track times?
What fuel injectors?
Are you sure the tuner is really competent?