Longrodlx

iTrader: (1)

Nevermind

MuhThugga

Well, I have a 241/251 from FTI that I had in a 404 with a stock LS3 top end that made 503/470 at the wheels for sale.
Less than 500 miles on the stick if interested.

Longrodlx

iTrader: (1)

What was the lift and LSA? And sorry but not interested in buying another cam right now. When I do or if I do decide to purchase a new cam after I get this girl up and running I will most def be giving Martin or Pat G a call for a custom setup.

speedtigger

iTrader: (16)

I think that 2nd cam would be pretty good for your setup. It is alot like Tooley's stroker cam with a touch less overlap.

Longrodlx

iTrader: (1)

Pat g is the man

CAMSTER

iTrader: (10)

I would put those you have for sale and contact Patrick G do it rite the first time save a lot of work, those cams you have are real nice they should go quickly.

Just decide your shift points, if for street 6,700 should be max for a good idle and brakes vacuum with a good intake manifold.

MuhThugga

.638/.624 on a 112 LSA.

I figured I would give it a shot, but after reading through your posts again, it isn't the cam you are looking for anyways.

Honestly, neither cam is very well suited for the engine, but if I had to choose, I would pick the second one because it has less overlap than the first.
Keep in mind that the LS3 heads hate overlap when it comes to street driving. So, the more overlap you have, the more bucking and surging you are going to get in the 1500 - 2000 RPM range due to intake reversion. It is why I took out the 241/251 on a 112 for a 231/239 on a 115. I went from 22* of overlap to 5* and the street manners improved tenfold.

NAVYBLUE210

Muh Thugga
Reversion refers to gas, reverberation refers to sound.
I do like your 231*/239* 115* LSA recommendation!
OP
I would still have Kip or Pat G spec a cam
and as said sell the 2 you Have!

MuhThugga

Good catch.

It's always fun trying to multitask at work.

speedtigger

iTrader: (16)

How much power did you give up?

Longrodlx

iTrader: (1)

Ok. So anyone else? Between the 2 cams posted? Any experience with similar setups? Like I said if it doesn't make the power I want and where I want it then I will be going with a cam from Martin or Pat G. But until then the choices are the 2 above. And remember these intakes supposedly only make power to around 6500rpm or so

MuhThugga

Here's a dyno comparing the two cams. Same dyno about a year apart from each other. Only thing changed was the camshaft.

Blue line is 241/251,112
Red line is 231/239,115

speedtigger

iTrader: (16)

How much advance or what intake centerline did each of those cams have?

MuhThugga

The 241/251 had a 109* intake centerline. I will have to find the cam card for the 231/239.

EDIT: The 231/239 is on a 112 ICL.

speedtigger

iTrader: (16)

interesting comparison. You can see what you get power wise to go with the rowdy idle of the additional overlap.

NAVYBLUE210

Not very much in my opinion.

Gray86hatch

iTrader: (83)

Look how much farther the power carries out. 25-30 hp more to 6700 shift it at 68-6900 and it will be quite a difference.

Tim

NAVYBLUE210

1st post "purely a street car" the street manners vs driving it down
The 1/4 1X Yr is not even a consideration for a cars daily enjoyment.
Mug Thugga has given not only personal driving experience but
Data to back up his point. Very valuable knowledge!

speedtigger

iTrader: (16)

Once you start trying to make power N/A while maintaining drivability it becomes all about sacrifice. From a camshaft standpoint, that conversation is all about overlap.

MuhThugga

The funny thing is that this cam still has a rowdy-sounding idle.

True. I would be a fool if I wanted to wind this engine out beyond 6500 with the current cam. However, I will gladly lose the 20-30 on the op end for the gain of 50 ft-lbs of torque at 2000 RPM.

I'm glad it has proven to be useful for you. As I said earlier, the key is to keep the overlap to a minimum with the LS3 heads for a street vehicle. I personally haven't been to the drag strip in five years, so losing power at the top of the range wasn't a concern for me. Sure, with the old cam I had hit that magical 500 mark, but I hated driving the car because of all the bucking in the 1500-2000 RPM range.

For the most part, that is true. I think the Gen V engines are proving even further that you can have your cake and eat it, too when it comes to NA power, though. The LS engines certainly allow for you to make more NA power before drivability is affected over the Gen II and Gen I engines. Hell, the C7 is a header install and a tune away from 450 at the wheels. Of course, that extra horsepower comes with extra complexity.

I do agree that the conversation does become about overlap, and a lot of people overlook overlap and concentrate solely on duration and lift numbers when selecting a camshaft.