View Poll Results: which cam
Magic Stick V.4
6
30.00%
Magic Stick V.3
4
20.00%
Torquer V.3
1
5.00%
231/237
4
20.00%
233/239
5
25.00%
Voters: 20. You may not vote on this poll
I Need Help Choosing a Texa Speed Cam
Thread Starter
Drifting
Joined: Apr 2007
Posts: 1,848
Likes: 1
From: Central Florida
I Need Help Choosing a Texa Speed Cam
I need help choosing a cam for my application. I will be running stock 03 LS6 with Haltech Intake, Long Tubes and Cam. I'm confused about the LSA as well, so please specify LSA and why?
Here is the options from their website.
http://www.texas-speed.com/shop/item...d=175&catid=49
Here is the options from their website.
http://www.texas-speed.com/shop/item...d=175&catid=49
Team Owner
Joined: Mar 1999
Posts: 22,025
Likes: 192
From: At the beach in little Rhody
A cam is kind of a personal choice because it is the one part that will determine the characteristics of the motor, where it makes power, how it idles, etc. Here is a link to an article by David Vizard where he runs through cam characteristics that might help you understand some of the parameters and make a more informed choice. Wider LSA (LCA) will push the power higher in the RPM band unless you grind in advance so there are several things to review in your choice. I would start with where you want to make your power, how you drive your car and how you want it to run. From those factors some cams will likely fall off the table and make your choice easier. Also worth noting, David Vizard also has a book on small block valve trains and cams, lots of very good background information there as well.
David' Vizard's Article in Popular Hotrodding.
David' Vizard's Article in Popular Hotrodding.
Thread Starter
Drifting
Joined: Apr 2007
Posts: 1,848
Likes: 1
From: Central Florida
A cam is kind of a personal choice because it is the one part that will determine the characteristics of the motor, where it makes power, how it idles, etc. Here is a link to an article by David Vizard where he runs through cam characteristics that might help you understand some of the parameters and make a more informed choice. Wider LSA (LCA) will push the power higher in the RPM band unless you grind in advance so there are several things to review in your choice. I would start with where you want to make your power, how you drive your car and how you want it to run. From those factors some cams will likely fall off the table and make your choice easier. Also worth noting, David Vizard also has a book on small block valve trains and cams, lots of very good background information there as well.
David' Vizard's Article in Popular Hotrodding.
David' Vizard's Article in Popular Hotrodding.
Any future plans for more motor mod's.
Are you looking for the idle sound and some Horsepoer
Are you looking for the idle sound and some Horsepoer
Instructor
Joined: Aug 2007
Posts: 158
Likes: 0
From: DFW Big State Of Texas
I would say right around 228/232 cam on a 114 lsa.
But a 230 and higher cam is prettly sweet. Go to shop tell them what you are looking to do most will help you decide rember bigger is not allways better. I have been thinking on my next swap going with the GM Ls6 race cam. I currently have a 228/232 605-605 on a 114 lsa.
Last edited by PFMC3; Nov 3, 2007 at 04:09 PM.
Race Director
Joined: Dec 2003
Posts: 12,599
Likes: 1
From: Texas
Stick with a 114lsa for smotther idle. And under 600 lift and check for piston to valve clearance. I would say right around 228/232 cam on a 114 lsa.
But a 230 and higher cam is prettly sweet. Go to shop tell them what you are looking to do most will help you decide rember bigger is not allways better. I have been thinking on my next swap going with the GM Ls6 race cam. I currently have a 228/232 605-605 on a 114 lsa.
But a 230 and higher cam is prettly sweet. Go to shop tell them what you are looking to do most will help you decide rember bigger is not allways better. I have been thinking on my next swap going with the GM Ls6 race cam. I currently have a 228/232 605-605 on a 114 lsa.
Last edited by vetterlatethannever; Nov 3, 2007 at 06:10 PM.
Drifting
Joined: Nov 2003
Posts: 1,539
Likes: 3
From: South al
Delete the 233/239 off your list ,It has a Very Agressive lope to it ,But it hit fairly hard early on,Made tq down low ,unlike some of the bigger cams , Tuning is gonna be a factor when making big cams idle smooth the 233/239, is an agressive Cam That Idles very Lopey/Not that idle is up & Down it stays @ a certain Rpm wHEN idlyling just that its lopey ,It will shake your car @ redlights,& it was on a 600/605 on a 112 for me ,& No I didnt have to Flycut pistons
Last edited by fsuforever; Nov 3, 2007 at 09:46 AM.
Thread Starter
Drifting
Joined: Apr 2007
Posts: 1,848
Likes: 1
From: Central Florida
Stick with a 114lsa for smotther idle. And under 600 lift for piston to valve clearance. I would say right around 228/232 cam on a 114 lsa.
But a 230 and higher cam is prettly sweet. Go to shop tell them what you are looking to do most will help you decide rember bigger is not allways better. I have been thinking on my next swap going with the GM Ls6 race cam. I currently have a 228/232 605-605 on a 114 lsa.
But a 230 and higher cam is prettly sweet. Go to shop tell them what you are looking to do most will help you decide rember bigger is not allways better. I have been thinking on my next swap going with the GM Ls6 race cam. I currently have a 228/232 605-605 on a 114 lsa.
Delete the 233/239 off your list ,It has a Very Agressive lope to it ,But it hit fairly hard early on,Made tq down low ,unlike some of the bigger cams , Tuning is gonna be a factor when making big cams idle smooth the 233/239, is an agressive Cam That Idles very Lopey/Not that idle is up & Down it stays @ a certain Rpm wHEN idlyling just that its lopey ,It will shake your car @ redlights,& it was on a 600/605 on a 112 for me ,& No I didnt have to Flycut pistons
Bummer, I was leaning towards it. Sounded perfect on the description with smooth idle and within the power range I want..
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Race Director
Joined: Oct 2002
Posts: 16,477
Likes: 26
From: Gone
CI 6-7-8-9-10 Veteran
St. Jude Donor '03
Lft has almost nothing to do with p/v clearance.
Peak lift occurs when the piston is over 3" down in the bore.
Duration is the main factor in valve clearance. The longer duration you hold the valves open as the piston is traveling up, the closer p/v becomes.
p/v contact issues occur very near TDC.
Peak lift occurs when the piston is over 3" down in the bore.
Duration is the main factor in valve clearance. The longer duration you hold the valves open as the piston is traveling up, the closer p/v becomes.
p/v contact issues occur very near TDC.
Instructor
Joined: Aug 2007
Posts: 158
Likes: 0
From: DFW Big State Of Texas
So anything over .600 will not have vtpc?
Funny that you say that, because This is the cam I had my sights on .595/.603 with the 113 LSA http://www.texas-speed.com/shop/item...d=169&catid=44
Bummer, I was leaning towards it. Sounded perfect on the description with smooth idle and within the power range I want..
Funny that you say that, because This is the cam I had my sights on .595/.603 with the 113 LSA http://www.texas-speed.com/shop/item...d=169&catid=44
Bummer, I was leaning towards it. Sounded perfect on the description with smooth idle and within the power range I want..
228/232 @ 600 lift and a 114lsa combination usally provides ample clearance. 600 Lift or higher needs diferent springs.
Comp 918 springs are the common for cam only car's they are rated 600 lift max.
Instructor
Joined: Aug 2007
Posts: 158
Likes: 0
From: DFW Big State Of Texas
Lft has almost nothing to do with p/v clearance.
Peak lift occurs when the piston is over 3" down in the bore.
Duration is the main factor in valve clearance. The longer duration you hold the valves open as the piston is traveling up, the closer p/v becomes.
p/v contact issues occur very near TDC.
Peak lift occurs when the piston is over 3" down in the bore.
Duration is the main factor in valve clearance. The longer duration you hold the valves open as the piston is traveling up, the closer p/v becomes.
p/v contact issues occur very near TDC.
Thread Starter
Drifting
Joined: Apr 2007
Posts: 1,848
Likes: 1
From: Central Florida
With all that being said, Will I have any clearance problems if I ordered this cam LSA 113
http://www.texas-speed.com/shop/item...d=169&catid=44
http://www.texas-speed.com/shop/item...d=169&catid=44
Instructor
Joined: Aug 2007
Posts: 158
Likes: 0
From: DFW Big State Of Texas
With all that being said, Will I have any clearance problems if I ordered this cam LSA 113
http://www.texas-speed.com/shop/item...d=169&catid=44
http://www.texas-speed.com/shop/item...d=169&catid=44
The 114 lsa version will have a smoother idle Less lope.
Team Owner
Joined: Mar 2005
Posts: 32,275
Likes: 35
From: Somewhere between mild insanity and complete psychosis
Which brand of long-tubes do you have? Cats or off-road pipes? Will you add additional mods in the future (FAST 90/90, ported heads, etc.) or keep it the way it is plus cam. Will you do the install/maintainence or are you mechanically challenged? What type of performance do you want most, road-course racing, drag racing, street racing?
Burning Brakes
Joined: Nov 2004
Posts: 781
Likes: 0
I have their 233/239 on a 113 LSA. Same basic mods/bolt-ons that you list, 2001 Z06 w/stock heads--Made 433 RWHP/400 RWTQ on a DynoJet.
Torque is still very strong with this cam. I specifically chose the 113 LSA (instead of the 112) because of the C5 chassis and how 'engine shake' is percieved (no crossmember within close proximity to the rear of the engine). My tuner set the idle around 900-950 RPM. This still makes for some noticeable engine shake, but it does not display the choppy, lopey, rumpity idle of an over-cammed engine. This is in my everyday car, and is only noticeable at idle (a little more with the A/C on) with a hint of Left-to-Right rocking motion. Certainly not annoying in stop-and-go traffic. However, I would not want anything more aggressive for a mostly daily driven 'cam only' C5/Z06.
All of TSP's cataloged camshaft offerings are ground, by Comp Cams, to run in stock LS1s/LS6s, with the appropriate springs and pushrod lengths.
Torque is still very strong with this cam. I specifically chose the 113 LSA (instead of the 112) because of the C5 chassis and how 'engine shake' is percieved (no crossmember within close proximity to the rear of the engine). My tuner set the idle around 900-950 RPM. This still makes for some noticeable engine shake, but it does not display the choppy, lopey, rumpity idle of an over-cammed engine. This is in my everyday car, and is only noticeable at idle (a little more with the A/C on) with a hint of Left-to-Right rocking motion. Certainly not annoying in stop-and-go traffic. However, I would not want anything more aggressive for a mostly daily driven 'cam only' C5/Z06.
All of TSP's cataloged camshaft offerings are ground, by Comp Cams, to run in stock LS1s/LS6s, with the appropriate springs and pushrod lengths.
Safety Car
Joined: Nov 1999
Posts: 4,285
Likes: 83
From: S.E. WI.
St. Jude Donor '08-'09-'10
Nice Little am right here Reasonable lift and duration on a 114. should idle nicely and make good power well past 6K. If ground straight up, maybe advance it 2-4*. At 225 duration and on a 114, it will still have a lope along with decent vacuum.
http://forums.corvetteforum.com/show...post1562602474
http://forums.corvetteforum.com/show...post1562602474
Thread Starter
Drifting
Joined: Apr 2007
Posts: 1,848
Likes: 1
From: Central Florida
Which brand of long-tubes do you have? Cats or off-road pipes? Will you add additional mods in the future (FAST 90/90, ported heads, etc.) or keep it the way it is plus cam. Will you do the install/maintainence or are you mechanically challenged? What type of performance do you want most, road-course racing, drag racing, street racing?