Torque coming out of my EARS! (cam change)
04-02-2006, 10:39 PM
#1
Torque coming out of my EARS! (cam change) I've been experimenting again!
As many of you know, I ran the first Thunder Racing TRak Cam to great success. The cam specs are 233/235 .644/.598 112LSA (+2). This is a very mean cam and a bit of a bear to tune, but the effort was worth it. Made the numbers in my signature. The TRak cam is bigger than its numbers will lead you to believe.
About a month ago, I had an opportunity to try out a Comp XE-R lobed cam: 234/238 .598/.605 114LSA (+2). This cam had much better street manners than the TRak cam and was within 5 rwhp in the 6000+ rpm range, but was down about 20 lb ft of torque in the 3000-4000 rpm mid-range. I wanted my torque back.
Since I liked the street manners of the 114LSA cam, but I wanted lots more torque, I asked Thunder Racing to grind me up a Super Torquey cam that would have excellent street manners. Here's what they came up with:
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam.
Here's why: My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
New sig.
As many of you know, I ran the first Thunder Racing TRak Cam to great success. The cam specs are 233/235 .644/.598 112LSA (+2). This is a very mean cam and a bit of a bear to tune, but the effort was worth it. Made the numbers in my signature. The TRak cam is bigger than its numbers will lead you to believe.
About a month ago, I had an opportunity to try out a Comp XE-R lobed cam: 234/238 .598/.605 114LSA (+2). This cam had much better street manners than the TRak cam and was within 5 rwhp in the 6000+ rpm range, but was down about 20 lb ft of torque in the 3000-4000 rpm mid-range. I wanted my torque back.
Since I liked the street manners of the 114LSA cam, but I wanted lots more torque, I asked Thunder Racing to grind me up a Super Torquey cam that would have excellent street manners. Here's what they came up with:
224/228 .637/.639 110LSA (+0).
I'm absolutely in love with this cam. It feels like I picked up 50 lb ft of torque in the 2000-4000rpm range over the 234/238 114LSA cam.
Here's why: My dynamic compression has risen from 8.34:1 to 8:73:1! We even saw a huge increase in cranking compression. The 234/238 114LSA cam had 200psi and the new Torque cam has 245psi! Holy smokes!! No wonder my throttle response is instantaneous.
This cam proves that you can have a 110LSA cam and still have excellent street manners and the .637/.639" lift will really compliment my high flowing AFR 225 heads. I will spend this week tweaking my speed density tune, then I hope to go to Houston and put it on the rollers! Torque, Torque, Torque!!
New sig.
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
Last edited by Patrick G; 04-02-2006 at 10:50 PM.
04-02-2006, 10:45 PM
#2
Humm, very interested in how your numbers pan out. I assume that this are the LSK lobes you mentioned in the other thread? I want a really nice torquey cam as well; however if I go with a quality dual spring package, how long will they last with the crazy *** lift these lobes are going to? (drive my car 100 miles/ day)
Hurry up and grab those numbers for us!
Hurry up and grab those numbers for us!
04-02-2006, 10:48 PM
#3
Results so far indicate that the LSK lobes will be no harder on springs than XE-R lobes when set up properly. Shimming the springs to within .050" of coil bind will help them rev and help them last. I daily drive my LSK cammed car...1000-1500 miles per month.
04-02-2006, 10:55 PM
#5
Nice to know. Looks like the diffrent exaust lobes didn't really make much diffrence on the T-rak? I've wondered latley if using a diffrent exaust lobe was neccasary. I've searched far and wide to find an exaust lobe to meet the specifacations I was looking for to match my 243 LSK intake lobe, but I'm wondering if I should have just stuck with a LSK exaust lobe and been done.
04-02-2006, 10:56 PM
#6
Originally Posted by Ben R
Why the obsession with torque? Horsepower is what matters.
To maximize the area under the curve within the architecture of our intakes and heads, it's a smart idea to work intake valve closing points and dynamic compression to your best advantage.
And to sum up what you quoted, yes HP is what matters. Since I have LOTS more toque between 2000-4000 rpm, that also means I have LOTS more horsepower in that range!
__________________
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
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04-02-2006, 11:17 PM
#10
Originally Posted by Patrick G
Results so far indicate that the LSK lobes will be no harder on springs than XE-R lobes when set up properly. Shimming the springs to within .050" of coil bind will help them rev and help them last. I daily drive my LSK cammed car...1000-1500 miles per month.
Ah, good to know. What springs are you using with them? prc duals; patriot duals; 921's?
ps. i do know that they probably all come from the same factory, just wondering.
04-03-2006, 12:28 AM
#15
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Damn Patrick, way to go on the cam choice and research. I love my new EDC cam, would be snappier with a smaller stall or taller gears, but oh well. Will be interested in the dyno, but waiting for track results.
04-03-2006, 12:42 AM
#16
How hard does that cam lope? I also can't wait for the results. I would love a powerfull street cam with a nice top end for the track. This is primary why I was going to go with a 228/228 since I'm not looking for records just a powerful daily street car. I might go with a 110 if you get good results. Make sure to get some sound clips.
04-03-2006, 07:03 AM
#18
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How would the XE-R lobes compare to the LSK with a cam of same specs. What would be the effect accross the rpms.?
In short, if you had a XE-R cam with same specs, how would it compare in the power range.??
In short, if you had a XE-R cam with same specs, how would it compare in the power range.??
04-03-2006, 07:55 AM
#19
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This is exactly why I love my 228/228 XER lobed cam....I still believe too many people are overcamming stock cubed cars currently.... Im anxious to see your actual dyno results as well.
