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You are incorrect.
Spin monster was against wide splits in any application.
It was a 230/234 114 LSA as stated.
however I do believe a 230/246 would be faster at the track as it would hold up on top better due to the earlier EVO however you would need a least a 3000rpm stall to get maximum performance. On a 114 LSA with 3 degrees of advance it would work well.
Actually that's not true. I developed the cam for daily driver old guys that weren't looking for max effort power and where driveability light to light was the primary goal.
Contrary to the bash posts earlier in this thread, dozens of builds showed the top end to pull hard to 6600rpm and it ran as it was designed to. I installed it over 2 dozen times. I did try a 230/242 and it was the same power. The LS3 intake manifold forces the peak around 6300 due to intake runner length. Now in a stroker with a sheet metal intake looking for a 1000rpm idle and lope to shake your teeth, of course there are better cams. 50 year old accountants driving around on weekend in a corvette with there wives didn't want that.
I can't see "perfect drivability" out of a cam with those specs. It would be a bit ratty. To quote(sorta) Croc Dundee, "You can live with it, but it'll run like ****".
Just for accuracy if anyone searches, I'm posting not to argue but to give a data point. It was designed to run with manners. It isn't a max effort cam.
Dyno sheet. It doesn't fall on it's face at 6000rpm as has been suggested by big exhaust duration guys. I've used it many, many times with similar results. It runs hard out to >6600rpm. Someone suggested it dies earlier than the stock cam at 6100.
Last edited by Spinmonster; Oct 24, 2020 at 10:14 PM.
Mr. Spin! Glad to see you back here. Thank you for putting the armchair cam guru's to bed. Please post more here. Some, like me, appreciate your knowledge.
I did see another dyno sheet where it did fall off early but maybe it wasn't set up well.
Back when I did my research there were some ok combos and some were so so.
Good on you though for doing all the work and giving us the data.
Do you know have any 1/4 mile times?
I did see another dyno sheet where it did fall off early but maybe it wasn't set up well.
Back when I did my research there were some ok combos and some were so so.
Good on you though for doing all the work and giving us the data.
Do you know have any 1/4 mile times?
I had well over two dozen dyno results and they all looked the same. Various Corvette form installs that I didn't save the dyno sheet for had the same result. Just recently a result was posted: https://www.corvetteforum.com/forums...no-thread.html
His dyno sheet looks exactly the same and doesn't fall off the map up to 470rw @ 7000rpms.:
Cams can be ground wrong, ect. I even tried a single pattern 230/230 on a 114+1 to run on A6 cars but getting people to buy a single pattern cam is like trying to sell bathing suits in Alaska. The single pattern ran out to 6300rpm for the peak. Of course after PatrickG ran a 231/231 on his G8 making over 500rw, it became possible to some that big splits weren't the only game in town but it was quickly forgotten. https://ls1tech.com/forums/generatio...am-spec-s.html
Various corvettes were used for different purposes, It runs the same result any 480-500rwhp car would run. It wasn't meant for racing and it wasn't max effort. It was a daily driver street cam used by us old guys. Here is the first install. He ran trap speeds of up to 129 with it. ET of course will vary driver to driver.
It's a great manners daily driver cam that keeps up with quite a few cams that are bigger and drive like crap due to overlap. Everything in life is a compromise. All cam designs start with a base goal. This one was that overlap had to be as low as possible. Power was secondary. Many cam guru's start with a wide split because the theory is that the LS3 heads require it. There are literally dozens of LS3 cars running this 4 degree split cam running power as high as the dyno sheet shows and still the myth goes on even with the proof right there in front of them. I would think that if even one car makes power to 7k with a 4 degree split, the myth was proven false.
I've posted dyno sheets, a thread with track results, and video showing the driving manners in this thread. I think if someone still buys into the myth after 12 years, it's there to stay.
Last edited by Spinmonster; Oct 25, 2020 at 03:05 AM.
I had well over two dozen dyno results and they all looked the same. Various Corvette form installs that I didn't save the dyno sheet for had the same result. Just recently a result was posted: https://www.corvetteforum.com/forums...no-thread.html
His dyno sheet looks exactly the same and doesn't fall off the map up to 470rw @ 7000rpms.:
Cams can be ground wrong, ect. I even tried a single pattern 230/230 on a 114+1 to run on A6 cars but getting people to buy a single pattern cam is like trying to sell bathing suits in Alaska. The single pattern ran out to 6300rpm for the peak. Of course after PatrickG ran a 231/231 on his G8 making over 500rw, it became possible to some that big splits weren't the only game in town but it was quickly forgotten. https://ls1tech.com/forums/generatio...am-spec-s.html
Various corvettes were used for different purposes, It runs the same result any 480-500rwhp car would run. It wasn't meant for racing and it wasn't max effort. It was a daily driver street cam used by us old guys. Here is the first install. He ran trap speeds of up to 129 with it. ET of course will vary driver to driver.
It's a great manners daily driver cam that keeps up with quite a few cams that are bigger and drive like crap due to overlap. Everything in life is a compromise. All cam designs start with a base goal. This one was that overlap had to be as low as possible. Power was secondary. Many cam guru's start with a wide split because the theory is that the LS3 heads require it. There are literally dozens of LS3 cars running this 4 degree split cam running power as high as the dyno sheet shows and still the myth goes on even with the proof right there in front of them. I would think that if even one car makes power to 7k with a 4 degree split, the myth was proven false.
I've posted dyno sheets, a thread with track results, and video showing the driving manners in this thread. I think if someone still buys into the myth after 12 years, it's there to stay.
That's good data.
You also have good points.
Even after all these years, all camshaft gurus I have seen spec camshafts at least with an 8 degree split.
Brian Tooley's grinds are much larger again.
Maybe you could use a real narrow split if you increased the intake duration some, so it would hang on even better up top?
So many ways to skin a cat I guess.
No real right or wrong answer.
Compromises are where it's at.
It would be interesting if you tried this on an LS7 style head.
Mr. Spin! Glad to see you back here. Thank you for putting the armchair cam guru's to bed. Please post more here. Some, like me, appreciate your knowledge.
The best part of reading through this whole thread, aside from some really good tech info, was seeing that big *** balloon of arrogance deflate at the end.
Even after all these years, all camshaft gurus I have seen spec camshafts at least with an 8 degree split.
You sell more cams by not bucking the trend. If people want more than 8 degrees give it to them. Why make a cam no one will buy? If I was in the business, I'd be cranking out 8+ degree splits forever but I never sold a single cam. I made the first one for my car and it worked so I shared the specs for free. I can post 20 dyno sheets that buck the big split trend but I'd be wasting my time.
By the way I recall the first post in 2008 that started the kool-aid drinking. I read that GM used a 211/230 in the Z06 and the LS3 head is based on that head so it must need a big split.
Anyway, if even one cam makes power up top without the split, then a big split isn't needed. This 230/234 in the above dyno sheet it made 470rwhp at 7000rpm on a 6.2L. What am I missing?
The best part of reading through this whole thread, aside from some really good tech info, was seeing that big *** balloon of arrogance deflate at the end.
I don't think there is a ton of arrogance. Many guys worked from the presumption that I was the arrogant azz and it was disproved with my driving 300 miles to a stranger's house in Maryland and fly-cut a guy's pistons and reassembled his engine for free. That single act of kindness showed many my true colors. I followed that up with flights to Texas, Kentucky, Connecticut, Pennsylvania, and Tennessee all for free and made some good friends (they paid travel costs). I really wasn't in it for the money. I shared cam specs for a very livable cam and got flamed for years. I posted here to stop outright misinformation. I posted to let there be empirical data for those searching for 'SpinMonster Cam'.
In my experience, guys see the data and accept the truth. Before there was rumor. In the end it's a daily driver cam and not max effort. Just don't say it dies at 6000rpms when it doesnt.
LOL, I'm thinking about a new ZL1. It's a 6.2L with a blower. I wonder how a 230/234 would work in the LT4. It looks to be a similar head architecture. Yes, I'm joking.
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