Ts 224/224 or eps224/236
08-23-2012, 10:00 AM
#21
I do not run either of those cams but something close. A 224/228 .581/.588 110+0 LSA. Had this cam in for 125,000 miles now. I change dual springs at about 60,000 miles. When I last changed them the ones that came out were still good to go. Car is a heads/cam and all the bolt ons dailey driver making 452/418. Comp ratio is 11.4 to 1 which a little higher than most folks run but I have had no problem with it. The power peaks at 6300-6400 and it makes 375 ft lbs, of TQ at 3000 rpms. A very usable power band for a street car and as I said valve springs last forever with this cams profile. Good luck to you which ever way you decide to go.
08-23-2012, 10:51 AM
#22
My mechanic said the same thing He is a wiz if you ask me That guy has like 5 ls motors from supercharge to cam set up and he mentionned a 224 or a 228 and also a custom drind but the custom grind with dual spring was like a grand. So the more I look at it I need to talk to Geoff at ESP or just buy from TS the 228 or the 224 but they recommend the behive that scares me for spring breakage I wonder If I should just run the dual's with that set up. I thought I was close but I guess I need to do more reading and asking around....
Ours is 679.99 http://www.tickperformance.com/tick-...r-ls6-engines/
As far as the 224/236 cam goes I actually have a buddy with a cam with the same specs(not an EPS cam) on a 110+3 and I have NEVER seen a 224 intake duration cam pull to 7000rpm like his did.
The reason for this is when you add that much exhaust duration to a cam with the intake duration where this one is, it ends up opening the exhaust valve earlier which when used in conjunction with the correct other valve events hangs the torque curve way on out there in the RPM range. The further you can hang the torque curve out the more hp you're going to make at higher RPM's.
Even though the power "peaked" at 6300rpm it was flat till 6900-7000rpm and pulled like a freight train all the way to there. It did not sacrifice any mid range or low end while still pulling to as high as it did. In a M6 car being able to hang the torque curve out there this far makes all the difference in the world in shift recovery since in a M6 car the drop in RPM between shifts is a lot more than in an automatic car with an aftermarket stall converter.
Just some things to think about.
