cam choice for 438 stroker
cam choice for 438 stroker i am building a 438 stroker (4.125 bore/4.100 stroke) using ported l92 heads/l76 intake. i want this thing to be a torque monster, lots of midrange. this is the cam i have speced for my self 235-246 .646 int .614 ext on a 110lsa +4, i using a lsk intake lobe and a xer exhaust lobe. i have used the lsk lobes in the past and they make good power and does not seem to eat up valve springs like everyone says. i want this thing to be down making power at 6000-6200 rpm, and shift at 6500 rpm, what do you guys think of the cam choice?
Originally Posted by RyneZ06
i am building a 438 stroker (4.125 bore/4.100 stroke) using ported l92 heads/l76 intake. i want this thing to be a torque monster, lots of midrange. this is the cam i have speced for my self 235-246 .646 int .614 ext on a 110lsa +4, i using a lsk intake lobe and a xer exhaust lobe. i have used the lsk lobes in the past and they make good power and does not seem to eat up valve springs like everyone says. i want this thing to be down making power at 6000-6200 rpm, and shift at 6500 rpm, what do you guys think of the cam choice?
I am sure the two or three cam guys will tune here sooner or later.
Originally Posted by sapper_daddy
I'm still trying to digest the "i'm am building a 438 stroker" I'll let you know when I recover....
I am sure the two or three cam guys will tune here sooner or later.
I am sure the two or three cam guys will tune here sooner or later.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by RyneZ06
i am building a 438 stroker (4.125 bore/4.100 stroke) using ported l92 heads/l76 intake. i want this thing to be a torque monster, lots of midrange. this is the cam i have speced for my self 235-246 .646 int .614 ext on a 110lsa +4, i using a lsk intake lobe and a xer exhaust lobe. i have used the lsk lobes in the past and they make good power and does not seem to eat up valve springs like everyone says. i want this thing to be down making power at 6000-6200 rpm, and shift at 6500 rpm, what do you guys think of the cam choice?
Originally Posted by WKMCD
Not sure why the big split on the L92 heads. They seem to be responding well to smaller splits. What's Charlie think?
Originally Posted by PREDATOR-Z
240/244 .649/.612 113 LSA
also what lobe is that on the intake it cant be a lsk because it jumps from a 239-243 on the lobe chart.
Last edited by RyneZ06; Apr 10, 2007 at 11:58 AM.
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I'd shorten the split some. Not to much though because the difference at .200 could end up reversed. I'd try to stay 4-6 split at .200". Your also going to peak earlier with a 110 LSA, so I wouldn't advance the cam 4 degrees. Using advance to create your DCR or peak rpm isn't exactly the right way to go about it. You'll have plenty of TQ with the stroker itself, so I would shoot for a +0 advance to keep overlap on the intake side of TDC. If a certain DCR number is a must, lower the intake duration 2 degree's. However, I think the motor will make plenty of TQ, so I wouldn't be so focused of a high DCR number.
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You're going to want an intake valve closing point of at least 50 degrees ABDC at .050" to make any kind of power. 52-54 degrees would probably be even better. Limiting overlap will keep your low and mid-range crisper. L92s have not done really well with lots of overlap.
243/248 .653/.615 114LSA +2 (LSK/XFI)
17.5 degrees of overlap
53.5 degree ABDC IVC
243/248 .653/.615 114LSA +2 (LSK/XFI)
17.5 degrees of overlap
53.5 degree ABDC IVC
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
With L92s and 240+ duration cams, 416s are done at 5800RPM.
Also remember the difference between a 438 and a 408 is even greater than the difference between a 383 and a 408.
Also remember the difference between a 438 and a 408 is even greater than the difference between a 383 and a 408.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by Patrick G
You're going to want an intake valve closing point of at least 50 degrees ABDC at .050" to make any kind of power. 52-54 degrees would probably be even better. Limiting overlap will keep your low and mid-range crisper. L92s have not done really well with lots of overlap.
243/248 .653/.615 114LSA +2 (LSK/XFI)
17.5 degrees of overlap
53.5 degree ABDC IVC
243/248 .653/.615 114LSA +2 (LSK/XFI)
17.5 degrees of overlap
53.5 degree ABDC IVC
(BTW it is a 239 LSK lobe on intake but will show 240.x on grind) so to keep it simple in generic terms
240/244 113+0
7>IVO
53>IVC
55>EVO
9>EVC
113>ECL
16* overlap
I like grinding those +0 so they can be easily degreed and advanced via T-Chain at leasure
