cam for 422" "ls7"
cam for 422" "ls7" I was wondering what you guys thought about a
246/252 114+2 .669/.649
How much power would I get going to a 112+2? I am toying with the 114 in case I spray a shot on it later.
I will be using the morel lifters, and the LS7 top end.
246/252 114+2 .669/.649
How much power would I get going to a 112+2? I am toying with the 114 in case I spray a shot on it later.
I will be using the morel lifters, and the LS7 top end.
Last edited by Greg Fell; Jan 28, 2006 at 09:08 PM.
sounds like a good combination, but i might even go larger lke 250 + duration, i am running a 254 266 640 lift in my 408, with AFR 225's, i put down 550 rwhp 501 rwtq, drive's nice on the street with a speed density tune, i would think with your extra cubes, and bad-*** flowing heads you could pretty big i and make huge power
Originally Posted by MadBill
With that much duration, I'd stick with the 114 LCA, spray or no.
Originally Posted by RyneZ06
sounds like a good combination, but i might even go larger lke 250 + duration, i am running a 254 266 640 lift in my 408, with AFR 225's, i put down 550 rwhp 501 rwtq, drive's nice on the street with a speed density tune, i would think with your extra cubes, and bad-*** flowing heads you could pretty big i and make huge power
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Originally Posted by eric01ss
go witha 256/264 .650/.662 on a 113
same duration, 646 int 646 ext. 112 lsa, comp xer lobes
I would think that you need a lot more duration on the exhaust side. Chevrolet didn't create a 40° difference on the stage II HOT cam "just because". Granted I think this is overkill because I believe GM was bogged down in their R&D due to the stock exhaust manifolds and CATs, however, compare all of the LSX cams and I think you see a trend.
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Originally Posted by Beast96Z
Any reasoning? Driveability? 112 should make more power and provide a little extra overlap for the poor exaust flow of the LS7 heads. Just wondering cause I plan on much more duration and a much tighter LSA.
On the exhaust side, the wide LCA means an earlier EVO, to help dump the extra gas volume from the nitrous.
Originally Posted by MadBill
The LCAs bantered about here are usually being applied to 220-230 @ 0.050" lobes. As you increase the duration, narrow LCAs open the intake too early, causing heavy exhaust reversion. Big overlaps only work at high RPM with well-tuned open exhaust. The late IVC of a wide LCA, long duration intake adds top end power without the exhaust contamination, rotten idle and tuning issues.
On the exhaust side, the wide LCA means an earlier EVO, to help dump the extra gas volume from the nitrous.
On the exhaust side, the wide LCA means an earlier EVO, to help dump the extra gas volume from the nitrous.
Originally Posted by RyneZ06
i am running a 254 266 640 lift in my 408, comp custom, xer lobes
IMHO if you have a poor flowing exhaust port the last thing you want is a tight lsa cam with a delayed opening of the exhaust valve. I think events are vary important to the equation and must be considered as one of the many things to making the car optimal. For instance, I wouldn't be running a single pattern cam on something which had e/i ratios of 60% or so, unless it was on a high lsa with a very good intake side (port, intake, throttlebody/carb, etc.).
Is the original cam suggested a hydraulic setup? Are those the lsk lobes? With some ls7 heads that sounds like a real good deal to me if the valve train can control those lobes. Good luck!
Is the original cam suggested a hydraulic setup? Are those the lsk lobes? With some ls7 heads that sounds like a real good deal to me if the valve train can control those lobes. Good luck!