Looking into getting a Cam Installed next week.I have an Installer,but am curious on which one to get.Im leaning towards a MTI G1 Cam with 228/232 and a 588/575 on a 113 lobe.Im looking for a really good rumble,but dont want the car stalling.Car is not a daily driver and is a 2005 mn6 z51 with 3,500 miles.Also have Vortex intake,kooks headers & xpipe with bullets.Any input would be appreceiated.

 

I have exactly that same cam in mine, idle is absolutely fine. I have never stalled due to idle. You will need a good tune. My car does run rough with slight bucking under 2,000rpm's. I am told that a better tune will make that go away. My car is also not a daily driver. My fun weekend car. with heads, lt, tune, intake im at 443whp.

I am now used to the characteristics of the cam , i would have gone larger knowing what i know now...but my car would shake more and would probably have more problems with stalling-would need again, a good tune.

 

Thanks for the input.Check your PM

 

Contact Larry@ls1speed.com and talk to him about this cam:
SI007 228 222 .588 .581 114.5

 

Thanks

 

Hoffie

I'm running a 223/230 582/591 114LSA cam, nice lope and no stalling. Couple that with the AFR225 heads, dynatech headers and corsa sports and I'm putting out 442 rwhp. Of course when the supercharge is on this week, my numbers should be lin the high 500s low 600s at the rw.

Do the cam, it changes the sound for the better.

Jeff

 

Thanks Jeff...Looks like Im gonna go with the G1 from MTI with 228/232 588/575 with the 113 lope.Your car is gonna be a Monster!!!! Call us when its done

 

good luck and will do

 

I sent you an e-mail.

CompCam Beehive springs & retainers are essential

 

If your car is for street use, check out the X1, it makes tons of torque and a lot of power all over the curve. It is a very underrated cam.

 

Using the OPTIMUM compression, a 228/232/114lsa XER is the biggest cam this car fits without notching pistons. The 232/234 112-114lsa cams which many use with stock compression due to the inability to mill heads or use thinner gaskets is not optimum compression and will not give any better low to mid performance.

Properly tuned it will not stall or have idle issues.

 

What exactly is "optimum compression"?

By milling the heads and running a thinner gasket you're raising the compression. I fail to understand what that has to do with the size of the lobes on the cams.

In fact, if you mill the heads you're moving the valves CLOSER to the pistons so that's going to affect fitment of the cams and need for notching a piston for both cams either way.

I'm not sure what you're suggeting here.

Alan

 

8.4-8.7 dcr so static varies to accomodate that. So 11.4-11.6 on the 228/232 114.

here is a calculator to find the static CR you need with a particular cam:
http://www.projectpontiac.com/ppsite...nt/view/16/30/

As far as why bigger lobes on a cam affect piston to valve clearance, you have a lot of research to do. I will just commet that duration, lobe separation, and cam advance hold the valve open while the piston is comming up. The 232/234 112 will be under the recommended .100/.080" distance that is safe. If you mill for 64cc chambers and use .040 cometics on the 232/234 112 you will be too close and can hit. With the 228/232 114 you will have sufficient clearance. These assume 1.7 rockers. Peak lift has less to do with it while midlift on an aggressive lobe will put you over with certain rockers.

 

By comparrison I had .117" intake side on a 224/230 xer 114+2 with crane 1.7 rockers at 65cc chambers and .040 cometics at 11.4:1 static compression. I have no knock retard even on 100degree days and it was tuned with hptuners.

Im was told by some good mechanics on LS1tech that you lose .008" per degree and degree of advance. Seems about right.

On my example above it would be 4 more degrees on duration but you lose 2 advance cam degrees so it is about right. If you advance the cam it closes the intake valve sooner and you need less static CR to acheive the same dynamic cr.

 

Somebody correct me if I am wrong, but...the larger the cam the higher up in the power band your power starts. So to some point there is a line that should be drawn with your selection. You can aslo check out LG, they have dyno graphs to look at under "results" I believe. I almost went with there G5X1. Its more expensive and only about .001 different on the exhasut lift with a 114lsa. The G1 has the 113lsa and that will make it a bit more choppy and have that nice cammed idle. I love it. Now you may want to check out LG's G5X3-they are real proud of that cam. So proud the specs are some supposed secret that can't get out-corny! But, I think that is pretty extreme and am not familiar with quality of idle/car shaking/stalling potential.

I am very pleased with my G1...my power starts pulling real hard at 2600 rpm's. No stall problems what so ever...have never stalled and car runs fine driving through parking lots or abrupt stops at a light.

 

Yes but: Tighter LSA and cam advance move the powerband down so the cam you have is 100rpm lower than the 228/232 on a 114lsa that I suggested. This cam which is nearly identicle to your cam is the one that A&A got nearly 500rwhp with. The peak HP is about 6300 where the FAST manifold tends to make its peak. If you go higher than this it sacrifices low to mid power in favor of the post 6300 rpm peak and just flattens out. This is fine in drag applications but not necessarily what a street car needs.

 

I had that cam (G1) in my C5 Z06 with milled AFR heads, and .040 cometic gaskets. It did not make good power at all. 437HP 414
torque

For Comparison the X1 made 427/404 with the stock heads.

 

The compression ratio has NOTHING to do with cam fitment. The compresion ration is a byproduct of chamber volume, piston selection, etc...

You don't get clearance from compression ratio. You get compression ration by changing the clearance.

You follow me?

 

Wow you are lost. Last time and I'm done. You cant shrink chamber volume without milling the heads (which brings the valve closer to the piston by about .008" per cc), or 2-using a thinner gasket (which brings the valve closer to the piston by the thickness of the gasket IE: a stock gasket is .054" vs a .040 thickness gasket then you lose .014" to the psiton). If you start with .096" with a TQ'er 2 and shave .024 off your heads you have .072" to the intake valve.

If you shave the heads the distance to the valve is less isn't it? The valve pushes down to the milled surface doesn't it? If the valve is facing the piston and is separated by the gasket then a thinner gasket holds the valve a closer distance doesn't it? Ask someone else if you still don't get it. This stuff is really basic.

Yes usiong forged pisons with valve reliefs lowers compression ratio, but that is because the pistone have nothes or reliefs cut into the surface where the valves would hit.

To find these distances you put clay on the piston and mount one head and rotate the crank, pull the head, and measure to the indentations in the clay or you use a more difficult set-up with a weak check spring mounted on the two valves of one cylinder with a degree wheel and check the distance from the valve stem tips with a feeler guage as the piston makes contact in the overlap areas where the piston is near the top and the valves are off the seats. This is why peak lift has nothing to do with clearnace since the piston is at the bottom of the chamber during peak lift times.

Hey maybe one of the northeast tuners will chime in a help you out if you still dont get it.

 

Go, Hoffie!