Here is an exemple of a 230/228 .612/.588 110-1 LSA (Cam only)



Note the torque curve

 

Because peak lift may or may not mean a thing, but the area under that curve and shape of the lobe always plays a part. My head stops flowing at .500 lift, and my .640 lift cam is not hurting it, it make at least 10 ft lbs more than every other cam thats been on same dyno.

That cam you recommend better not have the slightest bit of exh restriction, what so ever. Should lay down real quick after peak also. Seen stuff like that tried, even with open header picking up 25+ hp, still only make what good normal 228-232 stuff does

 

That was why it was opened for discussion. BTW it would not fall on its face rapidly after peak, due to the equidistance of IVO and EVC from TDC, meaning it is not an exhaust biased cam.
The graph above is proof. look at the trq curve from 3 K to 6.5K, that grind is doing exactly what it was designed to do;cam only,with minimum mods to support.

 

i wanted to know how would yall rate the torquer v.3? as in torque curve? hp? overall drivability and etc

 

Dont know if equidistant anything theory etc matters - Ive seen cams almost identical tried by someone with the same ideas 4 years ago or so, didnt pan out any better then, made average power with more overlap and much more sensitive to exh restriction.

The graph above looks like a cliff at 64-6500 a hundred or two after peak?

 

I've used those cams into the 10's, cam only. Not bad for 230 duration.
It is all relative to what you want to do and your goals. Look at the trq output below the curve.
Yes it requires free flowing exhaust but that is a common trait amongst all reverse split.
The benefit is trq, what accelerates a car is trq.

 

I assume your talking about Chris car. Is that that tight on a 108, and what kind of exh is he running? It would be interesting to see what a different cam of similair overlap would do comparitively

 

As the saga continues.... 230/228 .612/.588 110-1 LSA
This is a graph of the same car, with heads and 92/92 added.
Look at how it a carries after peak and the trq curve



Feedback by owner in this thread:

https://ls1tech.com/forums/generatio...-do-heads.html

To see is to believe

 

This is my car.

Predator spec'd the cam for me at the beginning, and I have been in contact with him from the start since I decided to add heads, Fast, etc.

He pretty much spec'd out what I wanted the car to do. I have ARP head studs, but everything else is untouched. That is why we stopped the pull at the RPM we did as I want to be safe.

But this setup showed no signs of dropping off and actually surprised me. Every pull made while tuning the car did this. I don't know how much more it would have carried past the rev limiter, but I was extremely happy.

And because of the small overlap, the car drives and idles smooth as can be. In fact, I am even thinking about putting the Z06 TI catback on. It would be one hell of a sleeper.

 

Better keep it as is, reverse split needs as much free flow as it can get.

 

u got a pm very interested

 

Okay. I had heard that there wasn't that much difference between the TI flow rate vs. aftermarket, but I don't want to go backwards.

 

That I have not verified, but I'm sure there is a difference and every bit of free flow helps on reverse.
In cam specs you always play a tug of war. Reverse will have awsome trq below curve but that is traded by a few Hp on top. Basicaly they are intake biased cams. This is one of the reasons "El Toro" and derivatives are proving successfull, they dance on the line, play a bit on both sides if you will.
that comes from using dual lobes.
Vengeance is one shop playing that tune, they use combos of XE-R/XE (high lift), and their grinds are very successfull.

 

238/234, 605/.598 109-1 (109LSA and 110 ICL)

^^is that also with XER and XFI lobes

 

That is just XE-R and that cam would need flycuting, too big for cam only. The biggest you can fit in cam only at those LSA/ICL would be 230>232 range on a 110-1,

 

I read this whole thread last night. Some of it twice. I remember PredatorZ or someone else saying that the futral f13 or f14 is a reverse split below .200 but I cant find it. I assume that is why alot of people say futral cams make the best under the curve power when compared to other off the shelf cams. Wouldn't this be an ideal situation for a car with a good intake (single plane GMPP) and good exhaust (lt's with dumped true duals) and a moderately worked head (243 with mild cleanup)? At low lift where the head needs help its a reverse split and then at higher lift it reverts back to a traditional split. Sorry if this seems like a stupid question. I always thought I had a good handle on camshaft tech but your knowledge far surpasses mine.

 

is there any way u could make it fit by changing both those like to a 111 lsa and not affect the performance of the cam much? cause that cam really caught my eye not to big not to small

 

236/234 .615/.598 111-1 LSA

Still I would advise to check PTVC (so no surprises)
13* overlap, 6300 rpm peak minimum, needs LT/X/dual exhaust, and Ram air a plus.
That baby will need to breath.

 

thanks very much i will c when i can send the info to tsp or thunder to cut it for me then i will defiantly post vids and dyno graphs once its in

 

You will need the specs!
Specs are:

Intake lobe 3017R
Exhaust lobe 3727R
111LSA
112ICL

cam only 7.425 pushrods
PRC Gold Dual springs