Which of these 3 cams would you use?
09-21-2010, 11:15 PM
#1
Launching!
Thread Starter
Which of these 3 cams would you use? Looking at these 3 cams for my LS2 C6, car is a M6 and has AR LT headers, Vararam, ported TB, 102 Fast intake and a tune. Currently puts down 399/403
Texas Speed Tsunami 235/240, .648"/.609", 111 LSA Camshaft.
Texas Speed LS3 231/236 .641"/615" 113 LSA
Futral FMS custom 232/236 .646/.620" cam
The cams mentioned are not in any particular order and all seem to be using an LSK intake lobe?
I drive my car almost daily and put around 7K miles on it per year.
Texas Speed Tsunami 235/240, .648"/.609", 111 LSA Camshaft.
Texas Speed LS3 231/236 .641"/615" 113 LSA
Futral FMS custom 232/236 .646/.620" cam
The cams mentioned are not in any particular order and all seem to be using an LSK intake lobe?
I drive my car almost daily and put around 7K miles on it per year.
09-22-2010, 01:06 AM
#2
TECH Enthusiast
Looking at these 3 cams for my LS2 C6, car is a M6 and has AR LT headers, Vararam, ported TB, 102 Fast intake and a tune. Currently puts down 399/403
Texas Speed Tsunami 235/240, .648"/.609", 111 LSA Camshaft.
Texas Speed LS3 231/236 .641"/615" 113 LSA
Futral FMS custom 232/236 .646/.620" cam
The cams mentioned are not in any particular order and all seem to be using an LSK intake lobe?
I drive my car almost daily and put around 7K miles on it per year.
Texas Speed Tsunami 235/240, .648"/.609", 111 LSA Camshaft.
Texas Speed LS3 231/236 .641"/615" 113 LSA
Futral FMS custom 232/236 .646/.620" cam
The cams mentioned are not in any particular order and all seem to be using an LSK intake lobe?
I drive my car almost daily and put around 7K miles on it per year.
09-22-2010, 10:39 AM
#5
TECH Enthusiast
Cool, I should have spoken on terms of the valvetrain being able to handle the agressive lobe ramps......
The LSK lobes are pretty agressive and are more intended for race applications..... fast action ramps, not really intended for daily driving.... I'm sure a few guys have done it, but who wants to drive banking on your springs ability not to lose PSI or stability.....regardless of .675 or so.....
You can use some higher lift cams, but all cam lobes are not equal, in relation to the lobe ramp rates of opening and closing.... Some open fast and close fast, some open fast but close slower for stability and do not slam the valve close against the seat... Now were getting into harmonics, and the effects of the waves. We'll just keep it simple for the sake of general conversation....
Its up to you.....
09-22-2010, 11:52 AM
#7
I would run this cam: Patrick G custom 234/242 .602/.605" 112LSA +4 advance cam ground with EPS lobes
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
__________________
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.
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09-22-2010, 07:33 PM
#8
Launching!
Thread Starter
Cool, I should have spoken on terms of the valvetrain being able to handle the agressive lobe ramps......
The LSK lobes are pretty agressive and are more intended for race applications..... fast action ramps, not really intended for daily driving.... I'm sure a few guys have done it, but who wants to drive banking on your springs ability not to lose PSI or stability.....regardless of .675 or so.....
You can use some higher lift cams, but all cam lobes are not equal, in relation to the lobe ramp rates of opening and closing.... Some open fast and close fast, some open fast but close slower for stability and do not slam the valve close against the seat... Now were getting into harmonics, and the effects of the waves. We'll just keep it simple for the sake of general conversation....
Its up to you.....
The LSK lobes are pretty agressive and are more intended for race applications..... fast action ramps, not really intended for daily driving.... I'm sure a few guys have done it, but who wants to drive banking on your springs ability not to lose PSI or stability.....regardless of .675 or so.....
You can use some higher lift cams, but all cam lobes are not equal, in relation to the lobe ramp rates of opening and closing.... Some open fast and close fast, some open fast but close slower for stability and do not slam the valve close against the seat... Now were getting into harmonics, and the effects of the waves. We'll just keep it simple for the sake of general conversation....
Its up to you.....
says the man with a Tsunami cam!
I would run this cam: Patrick G custom 234/242 .602/.605" 112LSA +4 advance cam ground with EPS lobes
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
09-24-2010, 07:18 PM
#11
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There is a guy on the corvette forum that specs amazing cams for M6 cars. They make tons of hp and are really streetable for daily driving. His name is spinmonster. Go over there and do a search for his post in the C6 tech section.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
09-24-2010, 07:42 PM
#12
I was putting down somewhere between 445 and 485rwhp depending on the dyno with my old LS1 stock bottom end/ afr 225/big *** cam /fast 90/90 and every bolt on there is combo. And i can tell u this new combo puts down way more power and is way more streetable, its amazing what extra displacement and the prefect cam can do.
09-24-2010, 09:56 PM
#13
TECH Enthusiast
09-25-2010, 09:27 AM
#14
Launching!
Thread Starter
There is a guy on the corvette forum that specs amazing cams for M6 cars. They make tons of hp and are really streetable for daily driving. His name is spinmonster. Go over there and do a search for his post in the C6 tech section.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
well.... lol.... i haven't dyno'd or done the 1/4 with this new combo yet........ why? you might ask..... well i broke the rear end as soon as i got done breaking my engine in. I have HP Tuners and a wideband so i had the engine pretty well dialed in by the time break in was complete, and i can tell u Patrick G specd the cam i wanted, its very streetable and makes a ton of power.
I was putting down somewhere between 445 and 485rwhp depending on the dyno with my old LS1 stock bottom end/ afr 225/big *** cam /fast 90/90 and every bolt on there is combo. And i can tell u this new combo puts down way more power and is way more streetable, its amazing what extra displacement and the prefect cam can do.
I was putting down somewhere between 445 and 485rwhp depending on the dyno with my old LS1 stock bottom end/ afr 225/big *** cam /fast 90/90 and every bolt on there is combo. And i can tell u this new combo puts down way more power and is way more streetable, its amazing what extra displacement and the prefect cam can do.
I had a reverse split cam (TR 227/224) in my 02 C5 Z06 and trapped 118 all day long on street tires here in STL in July as a cam only car putting down 406 rwhp, my bolt-on C6 is hitting 117 on street tires in its current configuration (I drive it down the track just like I drive it to work everyday).
09-25-2010, 09:53 AM
#15
There is a guy on the corvette forum that specs amazing cams for M6 cars. They make tons of hp and are really streetable for daily driving. His name is spinmonster. Go over there and do a search for his post in the C6 tech section.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
As stated above the LSK lobes are way to aggresive. The LSL is probably a little to steep too for daily driving type use. That is why most grinds you see selling are on an XER lobe. They still make good power but the stress on you valve train is reduced.
lik i said, i could be wrong, so dont crucify me if i am...
09-25-2010, 10:27 PM
#16
TECH Enthusiast
Sorry bro, wrong info, the LSL is more agressive than the XFI.... the XFI is more aggressive than the XER......
so in rank of aggressiveness:
1.LSK
2.LSL
3.XFI
4.XER
5.XE
The LSL are fast open and fast close, and have increased lift over the other comp street designs......
There are some miss conceptions going around.... Also Neumonic, there are no cams, engine specific... You should pick your cam specific to combination, ie head specific..... That cam 227/235 has worked well in some LS3 apps, but techincally it was not designed for LS3's etc.... The misconception I see is the single pattern cams with 243's..... the TR's etc.... That is not necessarliy optimal for the heads E/I % ratio... but guys run em...... There is more to picking a cam that getting a spec'r to specualte and guess what you should run... I think you should be realistic with your intentions and do not get a cam that is picked based on a rpm range or area you will only spend 2% of your driving time... I see guys go out here and pick "dyno cams" they are great for a dyno but drive like **** on the street or will get you smoked..... 98% of driving is done between idle-4500 so why do guys pick cams that turn up to 6800 etc for a street car....?
idle-4500 rpms=98%
6000-6600= 2%
so go figure? I like usuable power................
09-26-2010, 10:09 AM
#18
Launching!
Thread Starter
Sorry bro, wrong info, the LSL is more agressive than the XFI.... the XFI is more aggressive than the XER......
so in rank of aggressiveness:
1.LSK
2.LSL
3.XFI
4.XER
5.XE
The LSL are fast open and fast close, and have increased lift over the other comp street designs......
There are some miss conceptions going around.... Also Neumonic, there are no cams, engine specific... You should pick your cam specific to combination, ie head specific..... That cam 227/235 has worked well in some LS3 apps, but techincally it was not designed for LS3's etc.... The misconception I see is the single pattern cams with 243's..... the TR's etc.... That is not necessarliy optimal for the heads E/I % ratio... but guys run em...... There is more to picking a cam that getting a spec'r to specualte and guess what you should run... I think you should be realistic with your intentions and do not get a cam that is picked based on a rpm range or area you will only spend 2% of your driving time... I see guys go out here and pick "dyno cams" they are great for a dyno but drive like **** on the street or will get you smoked..... 98% of driving is done between idle-4500 so why do guys pick cams that turn up to 6800 etc for a street car....?
idle-4500 rpms=98%
6000-6600= 2%
so go figure? I like usuable power................
so in rank of aggressiveness:
1.LSK
2.LSL
3.XFI
4.XER
5.XE
The LSL are fast open and fast close, and have increased lift over the other comp street designs......
There are some miss conceptions going around.... Also Neumonic, there are no cams, engine specific... You should pick your cam specific to combination, ie head specific..... That cam 227/235 has worked well in some LS3 apps, but techincally it was not designed for LS3's etc.... The misconception I see is the single pattern cams with 243's..... the TR's etc.... That is not necessarliy optimal for the heads E/I % ratio... but guys run em...... There is more to picking a cam that getting a spec'r to specualte and guess what you should run... I think you should be realistic with your intentions and do not get a cam that is picked based on a rpm range or area you will only spend 2% of your driving time... I see guys go out here and pick "dyno cams" they are great for a dyno but drive like **** on the street or will get you smoked..... 98% of driving is done between idle-4500 so why do guys pick cams that turn up to 6800 etc for a street car....?
idle-4500 rpms=98%
6000-6600= 2%
so go figure? I like usuable power................
I want a good TQ curve for sure and thought by posting the question I might get lucky and hear about someone running one of these cams in a similar combo? you never know unless you ask.
There are many cams to fall back on that will drive great and make good power, I always go concervative so this time I wanted to do something a little more on the aggressive side.
09-26-2010, 04:01 PM
#19
TECH Enthusiast
I understand and appreciate your advice, I to spend most of my time between idle and 3,500 rpm's but....will hammer the car to redline at least once while I am out in the car lol.
I want a good TQ curve for sure and thought by posting the question I might get lucky and hear about someone running one of these cams in a similar combo? you never know unless you ask.
There are many cams to fall back on that will drive great and make good power, I always go concervative so this time I wanted to do something a little more on the aggressive side.
I want a good TQ curve for sure and thought by posting the question I might get lucky and hear about someone running one of these cams in a similar combo? you never know unless you ask.
There are many cams to fall back on that will drive great and make good power, I always go concervative so this time I wanted to do something a little more on the aggressive side.
Yelp, I am just shootn the **** with ya....
Goodluck....
09-28-2010, 05:39 PM
#20
Launching!
Thread Starter
I would run this cam: Patrick G custom 234/242 .602/.605" 112LSA +4 advance cam ground with EPS lobes
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
Made tons of power with a similar setup.
It's all outlined here: https://ls1tech.com/forums/dynamomet...s-503rwhp.html
Can you help me understand the benefits of such a large split?
I ask to learn as all my research has led me to believe that something closer like a 234/238 (just an example) would work better with my 243 heads.
I did see the results of the maximum effort combo this cam provided and it was nothing short of impressive so just hoping to get a better understanding.
Thanks,
John