Cam Search 06 LS2 A4
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Cam Search 06 LS2 A4 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.
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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From: Schiller Park (NW burb of Chicago)
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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From: Schiller Park (NW burb of Chicago)
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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From: Schiller Park (NW burb of Chicago)
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.
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.
__________________
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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From: Schiller Park (NW burb of Chicago)
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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From: Schiller Park (NW burb of Chicago)
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"
On The Tree
Joined: Oct 2011
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From: new york
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?
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?
__________________
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.
On The Tree
Joined: Oct 2011
Posts: 130
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From: new york
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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From: Schiller Park (NW burb of Chicago)
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.
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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From: Schiller Park (NW burb of Chicago)
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
