Cam Search 06 LS2 A4
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I saw the GTO thread with the guy that just bought a 222/226 for a stock stalled GTO, but I'm looking at a few other cams. I'm looking to add a cam to my car in the spring, but I have a few set guidelines. I am staying on the stock converter. I've done the whole stall/cam thing, and it was not that fun as a DD even with an amazing tune. I just want to make my car into a fun daily driver.
My car has never seen the track in my possession, and probably never will for quite some time. I just want a little more fun under my right foot while I finish college.
Currently my car has full 2.5 inch catback with h pipe and an AEM intake (already on car when I bought it). Within the next two weeks I'm having my stock intake manifold ported and the stock TB ported. By February, I'll have longtubes and offroad mids. Before I get the car tuned, I want to add a cam into the mix.
Requirements:
Must work with stock torque converter.
Looking for nice off-idle power
Must have that noticeable cam chop (considered the LS2 CheaTR cam, but I want to be able to hear it)
Goals:
Looking to hit 400rwhp
Maintain somewhat decent gas mileage
Have good driveability.
Off the shelf grinds I was thinking of:
Thunder Racing Trutorq level 2
227 xTReme
Comp Cams Thumpr
CSP NSSP cam
LS2 CheaTR (still a thought)
Texas Speed 224R on a 114 LSA
Texas Speed 228R on a 114 LSA
Which one of these would be the best for my application/goals, or am I better off getting a custom grind?
I don't give a damn about track times. I just want a car thats fun to drive and sounds good.
My car has never seen the track in my possession, and probably never will for quite some time. I just want a little more fun under my right foot while I finish college.
Currently my car has full 2.5 inch catback with h pipe and an AEM intake (already on car when I bought it). Within the next two weeks I'm having my stock intake manifold ported and the stock TB ported. By February, I'll have longtubes and offroad mids. Before I get the car tuned, I want to add a cam into the mix.
Requirements:
Must work with stock torque converter.
Looking for nice off-idle power
Must have that noticeable cam chop (considered the LS2 CheaTR cam, but I want to be able to hear it)
Goals:
Looking to hit 400rwhp
Maintain somewhat decent gas mileage
Have good driveability.
Off the shelf grinds I was thinking of:
Thunder Racing Trutorq level 2
227 xTReme
Comp Cams Thumpr
CSP NSSP cam
LS2 CheaTR (still a thought)
Texas Speed 224R on a 114 LSA
Texas Speed 228R on a 114 LSA
Which one of these would be the best for my application/goals, or am I better off getting a custom grind?
I don't give a damn about track times. I just want a car thats fun to drive and sounds good.
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I saw the GTO thread with the guy that just bought a 222/226 for a stock stalled GTO, but I'm looking at a few other cams. I'm looking to add a cam to my car in the spring, but I have a few set guidelines. I am staying on the stock converter. I've done the whole stall/cam thing, and it was not that fun as a DD even with an amazing tune. I just want to make my car into a fun daily driver.
My car has never seen the track in my possession, and probably never will for quite some time. I just want a little more fun under my right foot while I finish college.
Currently my car has full 2.5 inch catback with h pipe and an AEM intake (already on car when I bought it). Within the next two weeks I'm having my stock intake manifold ported and the stock TB ported. By February, I'll have longtubes and offroad mids. Before I get the car tuned, I want to add a cam into the mix.
Requirements:
Must work with stock torque converter.
Looking for nice off-idle power
Must have that noticeable cam chop (considered the LS2 CheaTR cam, but I want to be able to hear it)
Goals:
Looking to hit 400rwhp
Maintain somewhat decent gas mileage
Have good driveability.
Off the shelf grinds I was thinking of:
Thunder Racing Trutorq level 2
227 xTReme
Comp Cams Thumpr
CSP NSSP cam
LS2 CheaTR (still a thought)
Texas Speed 224R on a 114 LSA
Texas Speed 228R on a 114 LSA
Which one of these would be the best for my application/goals, or am I better off getting a custom grind?
I don't give a damn about track times. I just want a car thats fun to drive and sounds good.
My car has never seen the track in my possession, and probably never will for quite some time. I just want a little more fun under my right foot while I finish college.
Currently my car has full 2.5 inch catback with h pipe and an AEM intake (already on car when I bought it). Within the next two weeks I'm having my stock intake manifold ported and the stock TB ported. By February, I'll have longtubes and offroad mids. Before I get the car tuned, I want to add a cam into the mix.
Requirements:
Must work with stock torque converter.
Looking for nice off-idle power
Must have that noticeable cam chop (considered the LS2 CheaTR cam, but I want to be able to hear it)
Goals:
Looking to hit 400rwhp
Maintain somewhat decent gas mileage
Have good driveability.
Off the shelf grinds I was thinking of:
Thunder Racing Trutorq level 2
227 xTReme
Comp Cams Thumpr
CSP NSSP cam
LS2 CheaTR (still a thought)
Texas Speed 224R on a 114 LSA
Texas Speed 228R on a 114 LSA
Which one of these would be the best for my application/goals, or am I better off getting a custom grind?
I don't give a damn about track times. I just want a car thats fun to drive and sounds good.
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There's a couple guys running the CSP NSSP cam on a stock stall, and thats kind of a larger cam at 230/232. However, CSP designed it to work with the stock converter and be able to idle down around 600-700rpms. I've talked to some people and they said that there was some slight brake push, but nothing extreme. The perfect converter for the NSSP cam is a 3200, but CSP said it would be fine on the stock one.
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also, I was told by a few members on ls1gto that the 224 is considered really small for the 6.0, and that a 228 would have similar characteristics except make more power.
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I thought about it, but I think a 224 or 228 cam would make more power. I talked to one of the guys from TSP, and he told me the 224R on a 114 would work the best for my application. Now I'm curious as to whether or not the EPS 222/226 or TSP 224R would make more power.
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I thought about it, but I think a 224 or 228 cam would make more power. I talked to one of the guys from TSP, and he told me the 224R on a 114 would work the best for my application. Now I'm curious as to whether or not the EPS 222/226 or TSP 224R would make more power.
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i have no use for a converter. the car will never see the track. I want something to satisfy my need for power for now. After I buy a house, then I'm going to pull the car apart. That won't be for another year or two, so a little more go under my foot is all i care about. I know with a lower LSA that the car will try to push through the brakes, but i can deal with some light push. I've been trying to contact thunder racing, but they don't return my e-mails. The trutorq cam is built for daily drivers and is on a 115 LSA. in the videos it chops pretty good and seems to be ideal for my setup, but I can't get any info on it.
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Problem with getting a cam with a wide 115-116 LSA in the 224-228 range is that it's going to have pretty soft torque below 3000 rpm. If you had a stall, that wouldn't be too much of an issue, but with the stock torque converter, you're going to need really strong torque in the 2000-3000 rpm range. Otherwise, you're going to be a slug off the line and be slower than stock for the first 2-3 seconds of the run. I would suggest something in high 210s or low 220s with an LSA between 112-113. It would be a rocket with a stock TC.
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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.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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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Patrick, what are your thoughts on the 224R on a 112 or 113 or the EPS 222/226 cam on a 113. Would one be better than the other? Aaron from Texas Speed suggested the 224 on a 114.
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what about any of these from AI?
Ai 218 / 226 - .600" / .600"
110° LSA - Typical P2V ~.105" / .111"
112° LSA - Typical P2V ~.116" / .122"
Ai 222 / 226 - .600" / .600"
110° LSA - Typical P2V ~.093" / .111"
112° LSA - Typical P2V ~.104" / .122"
Ai 218 / 226 - .600" / .600"
110° LSA - Typical P2V ~.105" / .111"
112° LSA - Typical P2V ~.116" / .122"
Ai 222 / 226 - .600" / .600"
110° LSA - Typical P2V ~.093" / .111"
112° LSA - Typical P2V ~.104" / .122"
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Hey Patrick, I clicked your link for the camshaft, and i just would like to know, a custom grind cam versus a "off the shelf" cam, is their much of a price difference 1 is custom and the other is just a "batch" made up, boxed and sold. and are these cams tested incase of any defects during the manufacturing process?
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Hey Patrick, I clicked your link for the camshaft, and i just would like to know, a custom grind cam versus a "off the shelf" cam, is their much of a price difference 1 is custom and the other is just a "batch" made up, boxed and sold. and are these cams tested incase of any defects during the manufacturing process?
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![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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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Of those, I like the 218/226 112LSA the best for your application.
Custom cams don't really cost any more than shelf cams. The main difference is the additional $25 you pay to have the specs that are ideal for your mods and goals. Custom cams that I spec are ground by Comp under the same quality control measures they use for shelf cams. If it's not within +/-1 degree of spec, it's trashed and a new cam is ground.
Custom cams don't really cost any more than shelf cams. The main difference is the additional $25 you pay to have the specs that are ideal for your mods and goals. Custom cams that I spec are ground by Comp under the same quality control measures they use for shelf cams. If it's not within +/-1 degree of spec, it's trashed and a new cam is ground.
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I might end up just coming to you for a custom cam. I wish there was some data on the advanced induction cams, but I can't find any on cams that small. Mainly just the 226/234 cam, which is way to big for my goal.
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I"m not overly concerned about breaking 400rwhp, but it would be nice.
There's a couple guys running the CSP NSSP cam on a stock stall, and thats kind of a larger cam at 230/232. However, CSP designed it to work with the stock converter and be able to idle down around 600-700rpms. I've talked to some people and they said that there was some slight brake push, but nothing extreme. The perfect converter for the NSSP cam is a 3200, but CSP said it would be fine on the stock one.
There's a couple guys running the CSP NSSP cam on a stock stall, and thats kind of a larger cam at 230/232. However, CSP designed it to work with the stock converter and be able to idle down around 600-700rpms. I've talked to some people and they said that there was some slight brake push, but nothing extreme. The perfect converter for the NSSP cam is a 3200, but CSP said it would be fine on the stock one.
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I've narrowed it down to the following:
EPS 222/226 on a 113 LSA
AI 218/226 600/600 on a 112 LSA
AI 222/226 600/600 on a 112 LSA
TSP 224R on a 113 LSA