As far as mileage goes I think mine didnt change at all........ Maybe improved if anything...

 

Are you guys really installing it straight up, or dot-to-dot?

I thought this stick was ground with 4* advance... so dot-to-dot, is really 4* advanced.

 

Straight up means dot to dot

 

I actually called Comp Cams yesterday and was told cam had 2* deg ground into it.

I was also told if cam was advanced it 2* deg more, power band would only come in about 100 to 150rpms sooner.

If cam was advanced 4* deg more, the power band would come in about 350 to 400rpms sooner.

Seems like alot of work just to get 350rpms lower, since cam is already in.

I would like to know if anybody has advanced there cam.
If were to advace my cam anyway , how would this affect other charateristics such as fuel economy and top end?

 

By advancing it,it will lope more,I wouldnt want anymore lope,just right.I think they quoted you generic RPM changes,I would have to see it on a dyno to believe it on this paticular cam.

 

If advancing 4 degrees brings it into the range sooner, Id be interested to see how it works in my setup. Currently at 4th gear and 50mph and 1700rpm itis a little weak. I frequently have to downshift to 3rd. Thats where a stall convertor would probably help. or perhaps advance 4 degrees for the stock converter. Any Thoughts.

Other than that the cam is good for supercharging. I am stall curious how the GT7 at 121 lsa would have made out in torque and HP.

 

I hope you try it.

 

I thought installing the cam straight up, was installing the cam with the ICL the same as the LSA.

To find the advance ground in, subtract the ICL (which is spec'd dot-to-dot) from the LSA... I thought I recall the Comp 212/218 114 having an ICL of 110... which would be 4* of advance ground in. Maybe I'm wrong...

Either way, setting an aftermarket cam dot-to-dot is normally running 'some' advance in a GenIII motor.

My cam is running 2* advance... I was considering bumping it up to 4* total, but I haven't really done any homework on it. My powerband lights up right at 1,500rpm. In my case, 100-150RPM sooner would help me out when I'm locked up in the 35-45mph range. Things are a little soft there, until I get up to 50mph... or 1,500rpm.

 

Adding advance.... to simplify it.... is the equivalent of taking away intake lobe and adding exhaust lobe."Basically", not truly.

Now if you already have an exhaust biased camshaft, why add more advance? In other words, if you have an efficient exhaust ( lt's, ory, cat-back ) adding advance is "aiding" the exhaust, when you'd probably see more gains by retarding your timing to help the long runner efi manifold.

That 210/218 112 + 2 has an intake close (IC) of 35* and an exhaust open (EO) of 43*. Add + 2; 2 more degrees of advance for a total of 4* +, and now the intake closes 2* sooner, while the exhaust opens 2* earlier. These values are calc. @ .05 values.

Also, the overlap phase moves to before top dead center (BTDC).

If you gain power by timing tricks, you do not have the correct camshaft for your setup.

 

Yeah, that's what I'm saying about not doing any homework on it. Hearing things about starting the powerband 100-150 rpm sooner, are what interest me.

I'm at the point with my truck where I just want to "set it and forget it". I'm not after big power or anything - just something fun and very driveable. I've got the fun part covered -- if I can just have a little more driveability.