I'm not sure he would even lose that much, I'd think more like 5-10. Whichever it is, it is probably not enough to warrant the larger cam, lope, and the slight loss of driveability. Stick with the 224 228, it been proven for years in the LS1 and now the LS2. If you want to go larger, step it up to the 230's, but I think you will really like the 224 228 as a whole.
It is not even very harsh on springs, with lift only .581 .588.

Just look at andreas g's numbers, they don't lie

 

Good point Dave, but he also has the 215 ETP heads as well. I was hoping that with long tubes, cats, CAI, catback and the 224/228, that I would see around 420 - 430 RWHP, but it seems that I would need to get a bigger cam, or add an intake and heads in order to surpass that number. I believe that Andreas made 410 RWHP before heads and intake on 91 octane gas.

 

Great info on this thread!!!

FYI, I just got off the phone with the guys at OC Corvettes in Irvine and they quoted me just under $1,000, parts & install included, for the 1.85 rockers. They recommend AL rockers over the SLPs, because these are lighter. There are also "Quicklift" rockers from Crane which mimick a fast ramp on the cam lobe, they are looking into that. This of course includes Comp springs, retainers, and new rods.

Like Hitman99 said, this is a good way to go if you can live with a bit less power and want to stay out of the engine (i.e. H&C) because you may not keep the car that long.

I suspect this will be my route, + 4.10 gears. 390+ RWHP with 4.10s will be plenty

 

FWIW, SpinMonster has a 224/230 114 cam for sale in C6 Parts for Sale forum. XE-R lobes, will work with single springs, very nice cam for those reading this thread, & with similar interests.

 

Gotta disagree with some things here. First, there is a serious difference between the 224/230 xer and the 228/232 xer. I just did the swap of those exact cams. I actually have the 224/230 for sale in the FS section. The midrange and high power is a difference you can feel so that rules out 5hp. The 224 cam used to break 2nd gear loose by playing with the pedal but the 228 just melts them upon rolling into the throttle. The idle was a serious amount of added lope. I was surprised.

Last thing is that if you intend to not loose low end TQ, you will need to run 11.6-11.7:1 static compression (yes I run 93 pump gas and it is knock retard free) to be at optimum dynamic compression. To do this you can rule out running 230-232 cams as they will not fit if you mill and use thinner gaskets. I researched this to death and the 228 cam mentioned above at the correct compression is the limit for P/V clearance to get real TQ at 2500-3500rpm....unless you want a silly combo that is a dyno queen with 467rwhp and 400tq. These days H/C combos using et 215 heads and 224 through 228 cams are seeing 465+rwhp and 435+rwtq. I would rather have the 224 cam and the right compression for low end than to have a 232 cam with stock compression. On a dyno graph it may look great but it will lose big time for tq on the street.

The comp cams aftermarket LS2 chain is stronger and is infinitly adjustable -6 to 6 degrees.

 

Thanks, I didnt catch that before I posted. I owe that man a drink.

 

 

Thanks Spin for the info.

I want to report on additional research I have done and correct some erroneous information I posted above.

(1) The SLP rocker package is really $1,400 installed, not $1,000. I was originally quoted a base package, but by the time you do all the little things (better springs, ti retainers, good rods, head spacers etc etc) to make it run well, you have spent 1,000 on parts alone. As Hitman indicated, this puts the rockers right up there with a cam, pricewise. At that point, you may as well do heads instead, since you are halfway to an AFR205 head with the rocker mod dollarwise, but without the flow numbers.

(2) The tuner did not hear good feedback on the Crane Quicklift rocker product. There have been issues with getting this to run right. I am short on details, but it seems like more time is needed to perfect this. Great idea, though. Other good bets are the Harland Sharp 1.8 AL roller rocker. The SLP is good if you want to look OEM for some reason.

(3) Lou is a really sharp marketing guy. Everyone loves to push his LG headers. They may produce results, but we are talking about 20-25 real RWHP on the street tops for any header once you are in the 400+ range. I am stunned that it costs $2,400 installed to put these things on, and that's not counting $300 of coatings. You could have AFR or ETP heads with all the goodies for that price. Why the hell doesn't anyone make some mild steel ones at a reasonable price? Stainless is a weak and heavy material. Corrosion is irrelevant since 80% of headers get coated anyway. This whole header thing just burns me.

For the original poster, a good cam seems to be the next step with the most bang / buck if you want to mod the engine. The other alternative to seriously consider with your power level is a set of gears. You can get 4.10s put on for 1,700 installed and that is like strapping on an extra 60 RWHP in every gear. Of course, you need better tires to handle the power, but that is true of any mod.

Personally, I think I am doing H&C either Patriot or AFR + gears, no headers. Sean swears the extra midrange power with the AFRs is noticeable on the street. Let's see if I fall for this...

Car is going in Oct 23rd.

 

Heads and cam with no long tube headers and high flow cats is a BIG NO NO. WIth H&C, the stock manifolds will be a HUGE bottle neck. The motor will have all of that extra air coming in with the H&C, but it will be choked up with no room to exhale. You will be short about 30-40 RWHP with the stock maniforlds. Get cheaper headers through a GP, as any headers will be better than no headers at all.

 

I agree with what you are saying, but I have to consider the $$$ tradeoff. Three tuners out here in Socal have virtually guaranteed me 415 RWHP without headers. Considering I am doing gears, that is more than enough power and I will be traction limited, even on Nitto R2s. If I do Patriots, I can get there for about $3.5K. That's a nice price point that I can live with. Others wanting a max power setup (460+ RWHP) will absolutely need headers to get there.

The other perennial problem with headers in CA is they won't pass visual. You may get lucky, but if the guy is a jerk and flunks you, you have to remove them to pass and even then it's a major pain because you get a fine and you have to go to a "test only" center. I lived that nightmare with my RX-7. Smog stations are constantly shopped by the State and will be shut down if they fail to spot illegal visual stuff. So they won't cut any slack.

Now is a good time to mention that the AFR205 heads are CARB approved. Big deal out here...

I guess the moral here is each person has to carefully consider their objectives, prioritize them, and have the tuner help you with the setup that will achieve that. Everyone is different.

 

Couple of points. We have the same visual inspection criteria here in VA, but I've never had any problems finding an inspection station that would pass me. With all the performance enthusiasts in CA, I'm sure you can get headers through.

Melrose heades are MUCH cheaper than LGs, come already Jet Hot coated. They look and fit great.

If you're bound and determined to stick with the stock exhaust, but you still want to do heads & cam, you will need a cam with a little extra exhaust duration. I have one that might work for you, it's a Comp Cams220/230 on a 114 LSA, .581 lift, will work OK with single "918" springs. Idle quality and driveability will be great, no problems with emissions. PM me if you're interested.

 

Thanks for the info, I'll look into the Melroses. I think I just solved, this morning, my CA issues: the car will be re-registered O/S.

Let me tell ya though, the emmissions guys out here are real A-holes. They put me through hell and that was 6 years ago. At least one gets a 5 year (or whatever it is) break when new. Howvwer, IF you try to sell the car, you have to get it smogged prior to sale.

I will PM you on the cam. Sounds like a good fit.

 

TTTrotary,
My car is sitting in Sean's shop right now. It's the DSOM vette on ZO6wheels. I am getting the Comp rockers and springs. This was recommended by Sean and Brian. We'll see how they do. Prior to this, my car made 389rwhp with Sean's tune. I should be in the low 400's after the rocker setup. I'll keep you posted.

-Ron

 

Alright Ron, I'm excited for ya. Are those the 1.8 rollers? If so, you should be good for 412 or so right there. Another trick while you are in there would be Ti retainers to lose some weight. Also, don't forget stronger pushrods...the stockers aren't much. That'll be a sweet smooth setup. With the 4.10s... righteous thrust.

He's getting mine 10/23. Let me know by PM how it all went. I'm still flopping around indecisively about which route to go, rockers+header, cam + headers, H&C patriot or AFR, or the works. I'm cutting myself off monday with a decision deadline.

 

I am definitley waiting to see what the rockers do, very anxious to see what happens.

If you know the day shell be dyno'd, let us know, I would like to drop by Seans and see the numbers and hear the car. Your mod just may be my next mod.

 

LAPI,
The car is in the shop now. The parts should be in today (Friday). Sean should finish up today or Monday and start tuning. He already has a full tune on there so this should not take as long. I, too, did not want to go into the motor so I went this way first. A supercharger may be in the works or a ZO6??? If you stop by, Sean will let you see the car. Currently at 389hp with a mild tune, not too crazy. He could've gotten 400 but recommended against it for the sake of reliability. The rockers should get me over 400 for sure but how much..is yet to be seen. I'll keep you posted. My other mods are in my sig.

-Ron

 

Thanks Ron. BTW, how have the 4.10's worked out? How much did you lose off the top end and what did it do to your times?