Spin's cam being dyno'd right now
10-09-2009, 03:27 PM
#21
Racer
Thread Starter
I love seeing these results!
What springs are reccomended the best?
the compcam 925's?
Patriot golds (p/n?)?
Are the stock valves generally up to the task of the added abuse?
Do most people throw on a new timing chain while you're in there? What is normal for use there?
I am very excited to do this cam!
Thanks all
What springs are reccomended the best?
the compcam 925's?
Patriot golds (p/n?)?
Are the stock valves generally up to the task of the added abuse?
Do most people throw on a new timing chain while you're in there? What is normal for use there?
I am very excited to do this cam!
Thanks all
No need for new valves.
I only have 1800 miles on my car, but I went ahead and swapped to a C5R/Katech timing chain. Cheap insurance, IMO.
When i ordered my 220/220 112 cam from thunder for my old truck the lift was 551/551..When my buddy ordered his 220/220 112 cam from texas speed it was 586/586..Is it just the manufacturer that determined the lift.I'm just trying to figure out the basics of all this stuff..LOL..Thanks..
The lobe profile (XFI, XER, LSR, etc) is what Spin is referring to. That is what determines the lift.
I know Spin gets alot of PM's about this cam but alot of those questions I had asked and had them answered, so I'll input what I can.
10-09-2009, 04:15 PM
#23
Safety Car
What is the idle rpm? Any chance of posting up an idle and run through the gears video??
10-09-2009, 04:22 PM
#25
Melting Slicks
Hey Spin (or anybody else?),
For us Kal-ee-forn-ya folks, what are your thoughts on this cam passing an emissions sniffer test (passing SMOG) with a 100% OEM exhaust (LS3), not ideal for max power I know, BUT
?
I ask because doing a cam produces respectable gains & is invisible to the inspectors when doing a "visual" inspection, unlike a FI setup.
For us Kal-ee-forn-ya folks, what are your thoughts on this cam passing an emissions sniffer test (passing SMOG) with a 100% OEM exhaust (LS3), not ideal for max power I know, BUT
? I ask because doing a cam produces respectable gains & is invisible to the inspectors when doing a "visual" inspection, unlike a FI setup.
10-09-2009, 04:53 PM
#26
Drifting
Hey Spin (or anybody else?),
For us Kal-ee-forn-ya folks, what are your thoughts on this cam passing an emissions sniffer test (passing SMOG) with a 100% OEM exhaust (LS3), not ideal for max power I know, BUT?
I ask because doing a cam produces respectable gains & is invisible to the inspectors when doing a "visual" inspection, unlike a FI setup.
For us Kal-ee-forn-ya folks, what are your thoughts on this cam passing an emissions sniffer test (passing SMOG) with a 100% OEM exhaust (LS3), not ideal for max power I know, BUT
? I ask because doing a cam produces respectable gains & is invisible to the inspectors when doing a "visual" inspection, unlike a FI setup.
10-09-2009, 05:32 PM
#27
Racer
Thread Starter
Our emission laws here in Texas are certainly not as strict as Cali's, not sure about NJ. Pretty much down here you are only allowed 1 "NOT READY" status to your EGR system, EVAP system, and 02 system. Since EGR is normally bypassed in a tune, I decided to get hi-flo cats so I didn't have to deal with it. I'm considering getting an offroad pipe but I am more worried about it being too loud at cruise than I am about losing the power. With hi-flos you should be able to pass any sniffer as long as they are legal in that state.
I am sure it will pass with an OEM exhaust, but at least have the NPP option because you will be leaving some power on the table.
This cam is considered "mild" in the LS3 engine family. It just sounds like my car has a catback when I'm putt-putting around town, but the idle is where you know the car is cammed.
I have idle set at 800RPM. I'm sure it could be lower but at 800 there is no vacuum issues, no stall issues whatsoever.
I am sure it will pass with an OEM exhaust, but at least have the NPP option because you will be leaving some power on the table.
This cam is considered "mild" in the LS3 engine family. It just sounds like my car has a catback when I'm putt-putting around town, but the idle is where you know the car is cammed.
I have idle set at 800RPM. I'm sure it could be lower but at 800 there is no vacuum issues, no stall issues whatsoever.
10-09-2009, 07:29 PM
#31
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I wanted something a little more aggresive in mine do you have any recommendations? I was looking at the LG and england green cams that have duration in the upper 230's low 240's what do you think?
10-10-2009, 02:25 PM
#32
http://www.texas-speed.com/shop/item...d=168&catid=44
They claim a 50rwhp gain which seems inline with your gains on an LS2.
What would you say the differences are and why is yours better?
Thx, Kevin
10-11-2009, 11:12 PM
#33
Tech Contributor
Spin, I was leaning towards the TSP Torquer v2 cam which has almost the exact same specs as yours - 232/234 .595/.598 114
http://www.texas-speed.com/shop/item...d=168&catid=44
They claim a 50rwhp gain which seems inline with your gains on an LS2.
What would you say the differences are and why is yours better?
Thx, Kevin
http://www.texas-speed.com/shop/item...d=168&catid=44
They claim a 50rwhp gain which seems inline with your gains on an LS2.
What would you say the differences are and why is yours better?
Thx, Kevin
10-11-2009, 11:16 PM
#34
Tech Contributor
I dont test big cams in the LS3 because it has been hacked to death. I try to find cams people can live with where driveability are first considerations. I havent seen any cam bigger make more power. I dont know anything about LS2 max effort cams. Since tuners have explored the limits and have offerings, there isnt much of a reason to test for them. Not many tuners have 500rwhp cams with 0-4 overlap, so I made one. The initial reason was that I was searching for cams that work in auto's and in forced induction applications. If you want a bigger cam like that, all the top tuners will sell you one that fits the requirement. They will get you 10-15 more HP but at a price.
10-12-2009, 01:12 AM
#35
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I dont test big cams in the LS3 because it has been hacked to death. I try to find cams people can live with where driveability are first considerations. I havent seen any cam bigger make more power. I dont know anything about LS2 max effort cams. Since tuners have explored the limits and have offerings, there isnt much of a reason to test for them. Not many tuners have 500rwhp cams with 0-4 overlap, so I made one. The initial reason was that I was searching for cams that work in auto's and in forced induction applications. If you want a bigger cam like that, all the top tuners will sell you one that fits the requirement. They will get you 10-15 more HP but at a price.
10-12-2009, 01:38 PM
#36
Tech Contributor
Whats the price that you speak of? Are you referring to extra cost or a loss in differnet areas of the power band? Im just curious because I see a lot of cams out there making 500 rwhp that have high 230 low 240 duration. I have an ls2 auto so that is one reason I have so many questions. I want to make sure Im happy with the cam choice I select maintaining driveability while making copious amounts of hp and tq you know what I mean.
As you say yourself, you see cams in the high 230's making 500rwhp, so does this one at only 230 intake duration. Why increase size if there's no substantial increase in performance?
Lastly, the clearance is pretty tight in there on LS3's. One over rev from a missed shift will cost a lot.
As for your LS2, heads will determine what cam you use. If it was a Trcik flow 225, I would use a 236/236 115LSA and lots of compression. Think 12:1 static on 93 octane cars or 91 at high altitudes and 11.6:1 for cars with 91 at sea level.
Last edited by SpinMonster; 10-12-2009 at 01:40 PM.
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10-12-2009, 03:25 PM
#37
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This cam is being tested and being reported on its performance in an LS3 and it isnt the best there is for LS2's unless the LS2 in question is using LS3 heads. Larger cams have driveability issues in proportion to the amount of overlap incurred yet produce minor improvements in power.
As you say yourself, you see cams in the high 230's making 500rwhp, so does this one at only 230 intake duration. Why increase size if there's no substantial increase in performance?
Lastly, the clearance is pretty tight in there on LS3's. One over rev from a missed shift will cost a lot.
As for your LS2, heads will determine what cam you use. If it was a Trcik flow 225, I would use a 236/236 115LSA and lots of compression. Think 12:1 static on 93 octane cars or 91 at high altitudes and 11.6:1 for cars with 91 at sea level.
As you say yourself, you see cams in the high 230's making 500rwhp, so does this one at only 230 intake duration. Why increase size if there's no substantial increase in performance?
Lastly, the clearance is pretty tight in there on LS3's. One over rev from a missed shift will cost a lot.
As for your LS2, heads will determine what cam you use. If it was a Trcik flow 225, I would use a 236/236 115LSA and lots of compression. Think 12:1 static on 93 octane cars or 91 at high altitudes and 11.6:1 for cars with 91 at sea level.
10-12-2009, 09:42 PM
#38
Racer
Thread Starter
EDIT: I added an idle video to the first post. Enjoy.
10-13-2009, 04:00 PM
#39
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car sounds great wally, excellent power band improvements!
looking forward to gettin the Cobra down there so we can go run around in both of em and give these guys a REAL vid!
looking forward to gettin the Cobra down there so we can go run around in both of em and give these guys a REAL vid!
10-13-2009, 04:31 PM
#40
Tech Contributor
Wow. 12.1 is a lot of compression. I do have trickflows what would the chamber have to be to get 12.1 compression? I know with the heads being milled that much too there would certainly be a fly cut as well. I dont know of anybody with a spare trickflow head that could be used as a jig for the fly cutter so that would pose a problem. What type of lobe on the cam is there and what would the lift be?