General info:

.........................Varying Lobe Separation Angle.....................................
...............Tighten............................ ..............Widen
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Moves Torque to Lower RPM..............Raise Torque to Higher RPM
Increases Maximum Torque................Reduces Maximum Torque
Narrow Powerband...........................Broadens Power Band
Builds Higher Cylinder Pressure............Reduce Maximum Cylinder Pressure
Increase Chance of Engine Knock........Decrease Chance of Engine Knock
Increase Cranking Compression...........Decrease Cranking Compression
Increase Efective Compression...........Decrease Efective Compression
Idle Vacuum is Reduced....................Idle Vacuum is Increased
Idle Quality Suffers..........................Idle Quality Improves
Open Valve-Overlap Increases...........Open Valve-Overlap Decreases
Closed Valve-Overlap Increases.........Closed Valve-Overlap Decreases
Natural EGR Efect Increases..............Natural EGR Efect is Reduced
Decreases Piston-to-Valve Clerance....Increases Piston-to-Valve Clerance
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.........................Advancing/Retarding Cam Timing................................
...............Advancing.......................... ........Retarding
*Begins Intake Event Sooner...................Delays Intake Event
*Open Intake Valve Sooner...............Opens Intake Valve Open Later
*Builds More Low-End Torque..............Builds More High-End Torque

*Decrease Piston-Intake........................Increase Piston-Intake
...Valve Clearance................................... Valve Clearance

*Increase Piston-Exhaust........................Decrease Piston-Exhaust
....Valve Clearance.....................................Valv e Clearance


NOW: bear in mind what SportSide said. All of these things **ARE RELATIVE** and assume you are comparing the SAME duration cam with different LSA. LSA should be used as a guide to your thinking, not as a replacement for designing your valve-events to what you need (or talking to someone like Richard@WCCH, Roger@Vinci, etc.

 

I just was curious how much you would need to tighten the lsa on a 224 cam to get a power range of, say, 3000 to 6000, give or take 200 rpm (keeping stock heads and intake).

Or would there be any gain in hp or torque with the above setup over the gain with a cam with that rpm range already?

I guess what I am lookig for is a max effort cam for the above powerband with the mods listed below (maybe bump up the converter).

 

I think your focusing too much on peak power. The tighter the LSA the earlier peak torque comes in. I think that may be the surprising thing to most people when I tell them I DD a 110lsa, its VERY VERY streetable, which was the whole point for me. My cam is a VERY VERY torquey cam. I think if I were to dyno it, peak HP would be between 6000-6200 rpms. Plus I have +4* overlap which for me, I was trying to create the best scavenging effect I can to create power. Getting fresh air in and out of the compression chamber as fast as possible without pushing the air out before it has time to compress correctly. I think with my 4* advance it may not be scavenging as efficiently as it would with no advance but I have yet to find out

 

I am only focusing on peak power because I do not want to spin the motor past 6200 rpms. I dont know why really. I do understand that torque is where it is at for a truck. But with the higher duration cam, peak torque moves up in rpm with peak hp. And that is whay i was looking at LSA, because if you bring HP peak rpm down by using the LSA, I would think, naturally the torque peak rpm should come down or make peak TQ sooner.

 

sounds like you are pretty much trying to do the same thing I am, tighten up the lsa and you will bring peak power down in the power band.

 

Essentially, I want the power to really come on around 3200ish and shift at 6200ish while at the same time maximizing the cam.