i am interested in this LPE cam
Engine Type 86-92 L98
Camshaft 74219
Intake Exhaust
Lobe Lift .350" .350"
Dur @ .050 219 219
Lift 1.5 ratio .525" .525"
Separation 112 112

this cam doesnt have a lot of duration which i think may help keep a little vacume for the fuel pressure regulator. what kind of idle and perforance could i expect from this cam? i will be using this as a toy- drag strip and weekend cruises/car shows

i am building a 383 (around 10.5:1) with a converted lt1 intake (slightly ported), 58mm LPE throttle body, slightly ported aluminum 113 heads, 1.5 gold series roller rockers, full length headers, 3" exhaust tubing on back.

 

It would work, but its not going to match well with the LT1 intake.

Something along the lines of ZZ409, LT4 Hotcam, CC306, etc would work better. They are designed for that intake.

the 219 is made for the Superram

 

i understand most everything about an engine- thus i can make good descisions on most parts/combo's. but this whole cam thing this throwing me for a loop. its a tough descision- it can more or less make or break the whole engine combo. i forgot to mention earlier that my s-10 has a built 700r4 with a 2500 stall.

what type of idle would i get and what are the pros and cons of each of the above three mentioned cams. i dont really care about idle quality- hell to me, the idle is like sex- the rougher the better :D

 

They would have a little lope to them, but make serious midrange and top end power.

Well, the 383 would solve some of the lope, they tend to like cams with 220 degrees of duration.



[Modified by vader86, 9:26 PM 9/25/2003]

 

If it was my 383, I would go closer to 226-230 for duration.

 

may i ask why? not doubting you- i just want to know for my own knowledge. with what you said- you would lean more towards the cc306- i think i read the duration of that cam to be 230/244

 

383s can handle alot more cam than 350's can.

Whereas a 350 will have considerable lope with the cc306, the 383 will have much less. Very little once its tuned.

 

Do you already have the LT-1 intake and 113 heads? I've never seen anybody run those two together, and I don't know how well it will work. The LT-1 is high hp and the 113's are high tq, putting them together may not get you much of either.

The high lift is good for the LT-1 but bad for the 113's. With the 113's you'd be better off with something along the lines of 224-228 with .470/.470 lift, and you'd make a lot more torque than that cam is going to make.

I think the 113's are your weak point, you may want to consider something designed for more hp.

I have a 214/219 .460/.460, or something like that in my 113/TPI car, and it lopes pretty good, but my 2950 (flash) stall converter soaks it right up, and you can't feel the lope. With your 2500 stall you shouldn't have too bad drivability issues, although the LT-1 intake would like something in the 3200+ range, In my opinion.

I think your engine setup looks good, with the exception of those little bitty torquey heads, kind of your bottleneck. In my opinion, I don't know if I really know what I'm talking about, my car is sitting in the driveway dead as can be and I can't figure out why!

Good luck.

 

i had heard the same thing about the 113's and lt1 intake. however i was also told that when ported correctly- that combination would compliment one another quite well :confused:
i guess once i get the cam picked out- we will just have to see what happens. i already have the intake converted and the heads done- besides the porting. i guess will be the guinea (*sp?) pig on this one and give it a whirl- worst case scenerio (*sp?- man i can't spell) i get to tinker around some more and swap heads once i get it together an tuned

 

Actually that 219 isn't a bad cam for the LT1 intake. When LPE was actively converting the 94/95 383 Camaro and Corvette packages the recommened intake on those cars with an automatic was a Super Ram with a LT1 Base. However LPE was installing the 74211 cam into the engines then with the superram combination. I had personally spoken to Mr. lingenfelter himself about doing a conversion on my car back in those days. And I had asked about why the differences in manifold choices vs the M6 cars. He told me that the main reason for the 74211 cam and the SR was that that combo made a lot more torque than the LT1 manifold for an A4 car and that the performance difference btween the two made for the change in manifolds.

The 219 cam is a very versatile cam, it would work well in the car seeing how his heads are not of the LT1 vintage and will still retain decent port velocity to maintain decent low end torque. Now if he was to step up to a 306 cam then in my humble opinion he is going to sacrifice streetabilty. Not to mention tuning issues. A 306 cam is an the edge of being not streetable. Yes, it is a favorite of the F body crowd and ya it sounds nice idling in the drive ins. But the reality is that it doesn't have great street manners for daily driver.

The hot cam would be a decent choice, the 74211 cam is another very good low end and mid range cam. I had one in my kid brothers 383 in a 65 PU, it had great street manners a very slight lope and had decent power as well. A Comp XE269 cam is another good choice that is near that of the Hot cam.

However the originator wants to drag race a bit. The 219 cam will give decent results. With the proper tuning that cam will give high 11 second runs. One person back east is running 11.8's but he has the SR manifold in a 85 coupe, with a ZZ4 crate motor running through long tube headers and a full exhaust. And its not a 3" system. With the LT1 intake a Comp 305 maybe a better compromise between streetability and power. Its a 220 duration cam and would work well with is combo as it is ground on a 114 LSA.

I am running a custom ground Comp with 224/236 duration in my blown 396. I could have gone to a 306 or larger cam but I choose street manners over lopey idle, plus I still get over 20MPG and can easily run low 11's on traction limited street tires at will. Don't get me wrong you can hear the cam distinctvely but it still has near stock like behaviour in stop and go traffic.

 

i know money shouldnt be a factor or cam choice- but its starting to be because i am starting to run low on "toy" funds (especially since my "toy" money is getting split with my bike). i was looking at the 305 cam also in summit- i was kinda thinking it would be a little more inline for me than the 306. however- i can get the LPE 219 cam for about $75 cheaper than the 305- you still think the 305 would be a better choice?

 

Personally I would go with the Comp XE 269 grind to take advantage of the 113 heads and its smaller ports to maintain port velocity and torque. That old 219 even as tried and true as it is, it is still old tech. The Comp Cams has much faster ramp rates than the 219 does and thus will get the valve open faster and hold it open longer than say a cam with the same numbers but with a conventional lobe profile. Plus it wil keep the power levels to a more usable RPM range.

Granted a 305 will make more power on top and in the mid range it will sacrifice some down low as it will bleed off more of the engines dynamic compression. If you want the 305 cam this is the part number you will need:

08-305-8

The first two digits represents the type of cam core that its ground on. If it was 07 that would denote that the cam is used for a LT1/4 engine

The second choice is the 269 grind which is 08-502-8, that cams specs are 218/224 on a 112 LSA

If you was running 11:1+ I would say a 306 would be a better choice, it likes more compression. And you can afford to loose a bit of dynamic compression. The way it works is that when we say you have a 10:1 or a 11:1 compression ratio, it means that its a ratio of the swept volume to the chamber volume. With the swept volume equally the total stroke and bore plus the volume of the head gasket and the deck height all taken into consideration.

Dynamic compression takes into consideration the cam timing events. The longer the intake duration is the longer that the intake valve stays open during the engines stroke sequence. And that is when the dynamic compression is affected. Essentially it is shortening the stroke, here is an example.

383 stroke = 3.75"

Using the Comp HR269 cam with an advertised duration of 269 deg of intake timing its intake valve closes at 65 degrees. With this cam the dynamic strok length is 2.913"

Now changing cams and going with a 306 grind where the intake valve now closes at 73 degress the dynamic stroke is 2.6973". Not a great difference but here are the compression rations:

HR269 cam: 9.16:1
CC306 cam: 8.55:1

My example was using a 383 engine, with 60cc heads, flat top pistons with -5cc of valve releifs that would have made 11.5:1 compression with the pistons .005" in the hole. In this case the 306 cam would be the better choice as it is generally recommended that the dynamic compression be around that 8 to 8.5:1 ratio for street usage, getting much over 8.5 will need 94+ octane or race fuel.

That is how cams works. :seeya


[Modified by tjwong, 10:48 AM 9/26/2003]

 

either i am just stupid or i am thinking too much about this and thus managed to confuse myself. break it down for me like this one last time and i wont ask any more (at least not till tomorrow!! ;-) )

what would my engine act like with the 219 cam, and what would it act like with the 305? when i ask how it will act, i mean- idle, low end, bottom end, rpm range? and possible pro's and con's of each (which i guess will already be described when you tell me the difference in how the two will make my powerband)

giving up a little bottom end i dont think is a big deal- i have 4.11's in the s-10- which doesnt weigh much- so i think that alone will make up for the little loss of bottom grunt from the cam?


[Modified by bumpnzx3, 6:10 PM 9/26/2003]

 

Another thing you may want to consider is calling Crane Cams or CompCams and asking their experts a few questions. They came up with a cam that works really well in my buddies ZZ502, it has nice streetability, but one that screams when you get on it.

Maybe I don't understand, but I have a hard time paying LPE prices when there are companies like Crane out there.

Oh, and one more thing, don't worry about low end in a truck.;) Having driven a truck with 680hp/600tq, you realize just how fun it is to spin the tires at 50mph. :smash: :eek: http://www.454ss.com/gallery/LMoore/LMoore.htm


[Modified by NoWorries, 12:54 PM 9/26/2003]

 

Its in a small S10? Hmm well the 305 cam and the 219 will have very similar idle characteristics. Idle vacuum will be adequate for the fuel pressure regulatior. The 305 will pull harder from the mid range and up over the 219. If I had the 219's timing numbers I can run it on my program and see what the Hp/torq curves looks like and compare the two. I would suspect that th e 219 will have a rather flat torque curve vs the 305s more peak torque on top.

I run a larger cam than that in my 396 and I have no vacuum problems. Given you have the 4.10s in the back end. I think I would option for the 305. I think you will be happy with that. Or you can call 1 800 999 0853 and speak with the Comp Cams help line. Its free and their advice is pretty good. Cranes tech number is: 386-258-6174 Its not toll free but their guys are good as well.


[Modified by tjwong, 12:17 PM 9/26/2003]

 

yes- its in a small s-10. i too think LPE prices are a little steep- but a friend of mine bought the 219 cam for the engine he was building and has since wrecked the car it was going in- so now he is selling misc. parts that he bought for when he put the engine together- so he will sell it to me for next to nothing.

last question- what would the 305 do better than the 219, or should i say- what will it do that the 219 won't? if the 305 will be quite a bit better for me than the 219- i will go ahead and buy it. however- if the perf. differences will be very small between the two- i would rather save some money and buy the 219

:banghead:


*edit*
sorry i asked you to do something you already said you would- for some reason when i read your last post- i missed the part about you saying you would check it out on your program and compare the two. thanks for all your help


[Modified by bumpnzx3, 7:34 PM 9/26/2003]

 

Well, it you want a little more top end the 305 does a better job than the 219. Other wise its a neck and neck race between the two cams from off idle to the midrange. At 5500 the 219 gives up about 8Hp (theoretical of course) to the 305 cam. If you are worried about emissions the 219 is the way to go, I am sure that the 305 will pass with a little tuning. My 224/236 passes with ease after a bit of tuning.

 

I ran the 219 cam on LT1 before. It idle fine and have plentiful of vaccum. it a very mild cam.


Bruce

 

bumpnzx3,

Your cam choice is critically affected by the heads you'll run. The two need to match well. I would spend $40 and get an analysis by Motors and Machine services on a cam profile to match the 113 heads you're considering. You'll need the low lift numbers for the heads because thats where overlap occurs and the right amount of overlap is critical to making th most power from the combination you have.

 

well- between the two cams- i think i would go with the 305- if everything else is even till a certain point- then it picks up 8hp- although that is theoretical- every little bit helps. although emmissions arent that big of a deal- all i have to do is register the truck in a town that doesnt test emmisions- and i get out of it. i would still like to build something thats fast- but also completely legal. i guess thats a descision i will have to make.

as far as getting ahold of that company to have them tell me cam specs i need- i think i will give that a whirl- and see if their specs look anything like the one i am thinking of buying