479/437 would be 495/455 with a UD pulley and a ported intake/TB manifold which just about every tuner has on their cammed LS3's so its really unfair to compare it like that.

The TQ curve is really flat when you see it. It typically makes 400rwtq from 3400 to 6200 on the other cars I used it in when they have the missing bolt-ons that most would use. This cam is really small allowing the bump in compression of nearly 1/2 a point with thinner gaskets. That would be 7hp and 10rwtq with no porting of the heads or a valve job.....just a head gasket swap.

 

I recommend RPM's ported LS3/L92 heads from Charlie. They will add 25-30rwhp. A ported intake manifold would be needed too as the stocker is a restriction. I port the stock LS3 intake and TB for 200 together plus return shipping.

The 228/232 is a LS2 cam for the L92 heads and I never used it in a LS3. I use it as my blower cam and one has nothing to do with the other in this application. This newer cam makes about 7HP more on stock LS2 heads and makes about 10rwhp more on L92 headed LS2's. The HP peak is at 6300 and the new FAST will peak there too making it a good match. The stock intake peaks too low in RPM.

Pistons do not need to be fly-cut with stock heads/gaskets.

Sir, are you telling me you never got a cam in all this time and questions asked with all the tnuers you contacted?? You are a hard sell.

 

Guy, I was just asking to learn and inquire. After much debate about heads and cam and supercharging, I have decided to go with the supercharger route. PM me if you want to further discuss.

 

I was joking. sorry if it was taken serious.

 

Is this an LS2 or LS3?

NVM. LS3

What are the actual cam specs?

 

Does anyone actually read through a thread?

230/234 XFI/XER 114+2.

 

Let me port your intake now

 

 

Nice gain Andrew! I was gonna guess a 230/230 xfi on a 114+2...Guy why the larger XER exhaust lobe?

 

I use the single patterns on the A6 for less overlap. Its a tradeoff. Automatic cars have idle rpm considerations.

It appears to be a 2-3hp difference up top.

Cars with the 228/232 114 as a reference, have the same overlap but the 230/230 and the 230/234 have consistently done better than the 228 XER cam by 5-8rwhp on stock headed cars, which is the market I was looking to better. I did a 6 liter A4 GTO with a nitrous shot with this single pattern cam and its awesome.

The XFI lobe seems to let the L92/LS3 head's big intake runner do its job too so that application likes the cam.

As Andrew gets the tune dialed in, he will find there is no driveability issue at all. Its such a small cam for a 6.2 liter that it has no downside and it drives like bone stock. Throw it some timing at idle and just off idle and it will only have a slight shake but no real noticeable lope unless you tune it that way....some do like the shake.

 

Nice gain with that cam!!

Look forward to the dyno gragh.

Congrats!

JB

 

I tried to take a picture of it with my phone. Its just really blurry.

I'm going to see if I can get a scanner working here at work. I have no idea how to do that... Maybe engineering can help me lol.

 

Ill post it up for you in alittle bit.

 

Don't worry, I got it.

 

Very impressive power curve

 

Spin,the single pattern 230/230 XFI 114+2 LSA for A6 cars,would they
be able to use the stock torque converter and wasn't the lift on this
cam .620 on the intake and exhaust?I have been reading this forum
for about year know and would like to thank you for all your opinions
and techincal advice,that really helps the rest of us make better
decisions when comes to buying the right parts and pieces.

Thanks,
Have a good day
Jack

 

Its going to be 750rpm on the idle unless you have a magical tuner with big skills. The reason for the single pattern is to try as hard as possible to exhaust all the ways of limiting overlap to make tuning less of an issue.

A 224/230 XFI cam on a 114 LSA will have much better manners with an average tune and only give up about 6-8rwhp. The 224/230 XER is a workhorse cam used for years. These XFI lobes on the intake side allow for a great sweep on area while open allowing for a fast fill in the big runner and the lobe doesnt need to be big to make big power with the heads on the LS3. I have seen 470rwhp on a LS2 with the same heads and a 224 cam. It should be easy to see the same number on an LS3. Just keep in mind the A6 will dyno less even if it makes the same BHP.

Right now there is a tuner war on the new paltform to make big power, run fast at the track, and get the biggest thing in there to accomplish it. I doubt many of these cams have adequate intake valve/piston clearance and many are flycutting to get them in there. I have always been in the bang for your buck camp and would glady take 10rwhp less on a 230 cam only install with all bolt-ons at 490rwhp rather than get 500rwhp and driveability issues with a 234-236 cam. I drew the line in the sand that I can live with which may or may not suit the average guy. Someone looking at a cam only install and only seeing the peak HP is 10 lower than the top name tuners is completely missing the point. Others can see it quantified and the trade-off is negligeablein terms of power.

I will be porting Andrew's intake and TB and we can see how much closer we can get to what bigger cams make so the forum members can make a sane choice about what they want in their car if they are just using the car for scenic drives in the country. People who PM me asking what they would do for the max performance, I tell them to just get a proven cam. The current record is a 131 trap speed for LG's G6 cam so why reinvent the wheel. Cartek has the H/C record and on any day the ECS H/C package is likely to do the same. I would have no hesitation getting any of those 3 cams if you dont want to guess and you want the best out there. Make no mistake all 3 cams are bigger and harder to tune.

 

Just to clarify some things. No statements were made here suggesting any professional tuner on this forum has substandard products. All the tuners I am aware of have finshed prodcuts that when tuned will run great and have good ddriveability.

For those not aware Andrew is a 25 year old guy with no mecahical experience of cam swaps and he never tuned a cam before. His driveability issues which he does have are because he bought HPtuners and tuned his own car. A cam is a cam and if a professional tuner tuned his car it will run better than a bigger cam does. Its not a shot at big cams.

Also please be aware that those running big cams in LS2's feeling there was an attack on cam size here, the same cams that fit in a LS2 wont fit and LS3 due to the huge intake valve in the LS3.

The points I was trying to make is that this is an alternative to running the biggest out there for longevity and ease of living with it.

I dont sell cams nor do I charge for running the software to come up with one. It works well and will suit those who arent in the game for a spring killing .646 lift cam. Not everyone wants lope or bucking at 1600 and some (but not all) of the bigger cams do. If you feel it was aimed at a tuner you love, relax, it wasnt.

C6DVL's car runs awesome and I wouldnt say it has any driveability and TONYB4 who has the current cam only record has no driveability issues. I have gotten calls from people who got cam installs and were unhappy with what I could live with so keep in mond opinions vary.

I have seen the FAST manifold destroyed in reviews by people who run substandard tunes and blame the intake manifold for only netting them a tenth and 1mph in the 1/4. Its the tune due and 22 degrees timing in the entire midband doesnt cut it. It goes without saying that a tune makes or breaks anything but if the same professional tuner tuned this 230 cam and a 236 cam, it stands to reason that the one with less overlap and overall size will be easier to tune and run with less issue.

Can we all just get along.

 

Andrew, nice graph!