With George on the LSA issue. 112 is really ideal for a street 350 - 383 build. The torque band opens up. Wider LSA reduces overlap and reversion and will generally help a big cam pull at lower RPM, good on the street. As far as mileage goes the modern Z06 and LS7 motors are running around a 122 LSA for the reasons above. They also have computerized fuel ratio and timing we don't have that help allow this.
A lot of your circle track cams will have a 106 or 108 LSA. These are designed to run in a narrow, high RPM range and will pull a little more HP in that range, critical for their intended use. Most of your street cams run a 110 LSA. This is a compomise between peak power and wider power band. Look at the Duration @ .050. for comparisons on temperment. You know what LSA will do. I have given you the info on minimum intake closing point for your compression. You will get a different opinion on what is best for you from every poster. Learn what you can and make your choice based on your driving style and goals. Make sure you post back so everyone can assult your choice.

 

Not being an argumentative type, I typically try not to debate such thing as this, but this is just wrong.
Mid range torque is where tight LSA cams really excel. Between about 2000 & 6000 rpm a tight LSA cam will make quite a bit more power.
A wider lobe separation like 112-114 will actually make better very high rpm power because the intake valve is typically closing later.
This is a generalization, but wide a LSA cam is best at very low RPM and very high rpm. A tight LSA cam is better in the middle.
The factory used wide lobe separations because they idle smoother, they get better gas mileage, and they have lower emmisions. It had nothing to do with performance.

 

You are correct. A wider LSA will give you more top end power and more grunt at the bottom end. It will get into the operating range quicker and stay in longer. Sorry, that post was at 11.00 last night at the end of a long tough day. The range of increased torque with a narrow LSA of 2000 RPM to 6000 RPM is not correct though and the difference is not a drastic torque difference more a difference of manners and driveability, basicly the torque curve is less curved or flatter with wider LSA, higher at both ends lower in the center. My point is with a stock convertor and a cam in the 224 duration @ .050 you will be more in the stock convertors range at the bottom end with a wider 112 lsa than a tighter 108 LSA because of the broader powerband. Here is an informative link that should clear this all up.
http://www.compcams.com/Pages/413/ca...ion-angle.aspx

The factory used wide lobe separations because they idle smoother, they get better gas mileage, and they have lower emmisions. It had nothing to do with performance.

Actually the above are a direct result of less reversion and overlap because of the wider LSA. This increases the percent of fuel burned contributing to better mileage and emissions. It raises the amount of power you get from that fuel. It increases Volumetric Efficency. My VE is over 100% from 5000 RPM to 6500 RPM with a 113 LSA. Fast ramps help that as well. That is a big reason why the newer v8's are getting the mileage they do with the HP they make. I feel performance is a combination of many things other than a maximum peak power number in a street application.

 

I run that cam in mine with 10:1 and it's a real pleasure, really strong mid-range and acts very gentlemanly, well maybe an assertive gentleman.

 

When in doubt aways go with the smaller cam because you can always install higher ratio rockers, degree the cam or just run higher octane if detonation occurs but you will have that bad *** low and midrange toque that we all love!!! If you go too big you will be pissed

 

Im learning a lot. I knew the cam I installed in the car long ago was a Lunati but did not know which Lunati. It turned out to be Lunati's "High Efficiency" cam. The specs are
Lift: 420/442,
Adv dur: 270/280, @.050 lift: 204/214, LSA: 112, RPM range: 900-4800rpm. A weak cam in my opinion. I want a a.500+ lift (both intake/exhaust) and 230+ duration with a lopey-rough idle. I have choosen the Voodoo cam. Specs:
Lift: 504/525
Adv dur: 276/284, @.050 lift: 233/241
RPM range: 2200-6800
LSA/ICL: 110/106
I'm aware this cam will be a dog at the bottom end for now. Seat pressure and springs are compatible for this cam. I will upgrade to a high stall convertor and a trans cooler. I will replace the Performer manifold with my stealth manifold, and the 600cfm edel AFB with my mighty demon 750 carb (w/mech secondaries) Let the assault begin.

 

http://forums.corvetteforum.com/c3-t...post1577212902

All you need to know is here!

 

Yes, I know, this an unintentional duplicate thread on my part. Once I complete the work, I will have a vehicle that is fun to drive.