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That's about 6% more lift. *Assuming* the heads will *flow* 6% more at 6% more lift, and that the 6% advantage holds all through the lift curve (so instead of .100" lift at point A, you get .106",), so that you get 6% more flow through the *entire* intake stroke ... THEN you might get 6% more power.
That's assuming *nothing* else changes ... all of the valve events are the same, and the rest of the engine is the same.
As a wild guess, figure you might actually get half of that, so maybe 3% more power. So 12 whp on a 400 whp build.
There's a pretty fair amount of dyno comparisons to look at to gage roughly what extra lift can be worth. Some depends on heads & intake etc being optimized to take full advantage of say an extra ~.050 or so of lift.
Here two nice examples from BTR, both are 224/230 stage 4 cams. The first graph is the 224/230 NSR or No Springs Required cam in a very stock engine set up with headers.
Low lift No Springs Required cam SPECS: 224/230 .480/.480 109+0
The second graph is for the higher lift cam SPECS: 224/230 .553/.553 109+0
There are other compares if one wants to dig.
My thoughts? Rule of thumb? Conclusion?
Spoiler!
My personal opinion and "red neck math rule of thumb" is an extra ~.050 gets you roughly 5hp to 15hp (about 10hp) in an optimal set up LS1, LS2 or LS3 that has the heads, valve job, intake etc to take advantage of the extra lift.
I haven't ran a cam with less than .578 lift and wouldn't consider any cam with under .550 lift.
.480 lift? No thanks.
LOL an LS isn't small block chevy with crappy flowing heads.
Why leave hp on the table? The stock valve springs often aren't that great at controlling stock cam. Have seen too many stock LS1's with valve float on the dyno etc back in the day. If modding and doing a cam may as well upgrade the springs accordingly.
Last edited by 99 Black Bird T/A; Nov 11, 2022 at 03:01 PM.
I think the big thing here that would make a difference is the ramp rate. They may have the same duration at.050 but a .200 it might be 10 degrees more where I think a lot of the power comes from. Also depends on the heads if the heads stall or go backwards on flow say at .600 and you went from say .600 to .650 but head flow went from 360 cfm to 345 (the oem LS7 head does this) you might not pick up that much. But a ported set the flow goers from say 380 to 390 then you pick up some power.
There's a pretty fair amount of dyno comparisons to look at to gage roughly what extra lift can be worth. Some depends on heads & intake etc being optimized to take full advantage of say an extra ~.050 or so of lift.
Here two nice examples from BTR, both are 224/230 stage 4 cams. The first graph is the 224/230 NSR or No Springs Required cam in a very stock engine set up with headers.
Low lift No Springs Required cam SPECS: 224/230 .480/.480 109+0
The second graph is for the higher lift cam SPECS: 224/230 .553/.553 109+0
There are other compares if one wants to dig.
My thoughts? Rule of thumb? Conclusion?
Spoiler!
My personal opinion and "red neck math rule of thumb" is an extra ~.050 gets you roughly 5hp to 15hp (about 10hp) in an optimal set up LS1, LS2 or LS3 that has the heads, valve job, intake etc to take advantage of the extra lift.
I haven't ran a cam with less than .578 lift and wouldn't consider any cam with under .550 lift.
.480 lift? No thanks.
LOL an LS isn't small block chevy with crappy flowing heads.
Why leave hp on the table? The stock valve springs often aren't that great at controlling stock cam. Have seen too many stock LS1's with valve float on the dyno etc back in the day. If modding and doing a cam may as well upgrade the springs accordingly.
I'm with you on lift. If you have 2 cams with identical duration figures@.050" lift, the higher lift cam has a much more aggresive lobe, and should make more torque/power under the curve, IIRC, which may not be the case!!!!!
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