I’ve been getting lots of crash courses on all things LS7, a bunch of good word from this forum. Lately I’ve been trying to educate myself on camshafts, what the numbers invoked mean, and how they affect each build. One of these specific cams pictured is/was on my Z when I bought it, Blower was also on. Heads are off waiting on AHP to ship at the end of the month. Entire valve train was left stock minus the pushrods from comp to fit the cam. None of these have numbers similar to pretty much any other company advertising centri “blower friendly” cams. Just curious on yalls opinions. A new cam is going in with the new heads, 100% not even an option.

The first one is close to mine. I’m running a 223/239 116+2. It makes great power with a Ti trim and driveability is great.

The second one is what is/was in my car, it has none of the supporting parts recommended below the pics, at least from what I could tell, maybe the springs are the comp dual kit but that’s it, everything else is factory valve train. I’m just trying to understand how 5 valve springs broke. I know for a fact I never over reved the car, only other people to drive it have been mechanic and tuner. I’m just trying not to go back with a cam that’s not set up for the heads or the rest of the mods I have. I’d be pretty damn mad if a few months after new heads were installed a break BTR duals the way these broke. I can’t speak to any of the work done prior, I know you threw some possibles out unreal about the physical install prior, but I have no way to know what was done right or wrong, I should have the heads boxed up and sent out to Khole tomorrow maybe he’ll have some more answers after inspection. Can you direct me to where I can find your specs unreal, I feel like I’ve read a few threads with you breaking down what you went with or getting some other builders thoughts on cams but I’m not sure there was a few I think. Khole said he’d grind one for me he also to my surprise said there could be a better option than one of his as well, and we could go that route as well. The guys doing the work have a strong BTR tie and really like his stuff, I think they are sending over my specs as well. I just want to do this car right and not just throw a cam and blower on a car without all the supporting **** needed. I’m damn lucky I made out the way I did, **** could have been real bad. I’m down to run your cam, I only had the car a day and half with the prospeed on, 195-198 on the highway, 205-208 in town, that’s a huge win right there!!! Thanks brah!

this cam? 115+3 .232/246?

Whats the lift and who made it?

I’ll take whatever info you got, I’m trying to dig deeper into the +3 on the LSA and what that means/does.

Making progress on wrapping my head around the numbers, seems like the +3(or any advance) would be beneficial to a blower set up if the internals are correct to handle it properly. Now I’m digging deeper into when and why keeping valves open/close longer/shorter at different RPM’ ranges plays into everything. Seems a bit complicated at the moment ....but also seems like getting that math right is where the moneys made on these cars.

Filled out a long form with Cam Motion, took me around an hour to plug in all the numbers, I’d say I had around 80-85% of the info requested on the long form. I was missing Khole’s numbers on exhaust side flow but he sent them over today. Anyway here’s what they sent back.

Grind number: XA234/365-XA254/355-118+4

Duration @.50” Intake: 235/ Exhaust: 254

LSA 118 W/114 centerline

I haven’t nailed down the math for calculating lift, I know I need to apply the 1.8 rocker ration, but not a 100% on that. Just by looking at the intake/exhaust number this seems like even more lift than my currant cam, LSA is wider and last cam had no advance, but I’m not sure how to compare and contrast the cams with each other. So if any of you fine gentlemen are board and feel like dropping some knowledge it wouldn’t go to waste that’s for damn sure. If not no worries, I’ll make sense of it eventually lol. 🇺🇸