I heard it... it's true. It's noticeable, but not bad at all. Nothing like some drag specific cams we hear on the site.

 

It's true that it's not REALLY the LSA you have to pay attention to in a FI cam. It's the overlap. The LSA dictates the overlap as much as the intake and exhaust lobes do... LSA is just one of those easily changed variables...

Edit that. The LSA dictates the overlap about 'twice as much' as the intake and exhaust lobes do. With the lobes (duration) you're only really looking at one side of them.

112 vs 114 lsa = 2*

You could go from a 220/220 114 to a 222/222 114 with the same difference in overlap.

 

definetly.

its where you place the overlap, and the closing the valves in correlation.

I'm not saying I can spec a camshaft, but when you bias yourself to a certain application, with anything...your not getting anywhere.

Instead, of debating me denali, why dont you attempt to look outside the box. I'm willing to listen...but you keep insisting if a set of lobes have less overlap, no matter what, it will make more power. Maybe I guess, But where at? You can't focus on only one part of the rpm range either.

Just observations I've made. I'm not calling lingenfelter out, nor the guys at Magnacharger.

 

......that is, if I read that long cam-thread stuff correctly!

 

you've only read it once?!!

All 4 of them are good.



C.T. 1

C.T. 2

C.T. 3

C.T. 4

 

Oh man, they multiplied.

I read one of them a while back.

 

i think he needs to call thunder racing and they will tell him. hell i wish i knew. i was always told that it was the lsa that needed. i am running a 114 and it seems to work well with the nitrous. i have always been under the impression that the lsa will determine the point at which the valves will bleed boost. all those that are running the f.i. are usually running the higher lsa's right.i mean i havent seen to many ls1's running a 112 in a radix or turbo charger application.

 

LSA, is all part of a formula to figure out the valve events, as well as the intake center line and the exhaust centerline.
I might be wrong with this. but i use lsa to justify the shape of the torque curve, when i'm playing around with camshaft specs. i like tight lsa's.

i've been screwing with one right now with a 109lsa/109icl/109ecl

stock heads, n/a though.

off the top of my head i think to figure out valve events is...


in. duration * 2 - icl = IVO
(-)IVO + in dur. - 180 = IVC
ECL= 2*LSA - ICL
ex. duration * 2 - ECL = EVC
(-) EVC + EX. DUR - 180 = EVO

its all about those events.

 

and just like the Ausi Goat w/ the 242 @ 106,

the valve events play the role, in the idle quality surging exc.

alot of the camshafts you guys are using. the way i understand it, open the exhaust valve way to early causing surging and all of those nasty idle characteristics.

now i know this is a bunch of talk on my behalf but its not amongst alot of the others. im workin on trying something out here soon

 

ok a valve event. duration is the time open-correct?--lift is the amount it is open-correct? and the lsa it the time between the valves that we call overlap-correct?well wouldnt you need a cam that will have a descent duration like a 220 to 230 if needed. prolly more on exhaust. well we need a good lift in there. 560ish or above which tells us how much the valve will open. then we have the lsa. isnt this waht determines the overlap. if so wouldn't you want a cam that has less overlap to be able to only spin to 6500 or so with an LS1 engine. i mean you dont want the next valve event to be still open while forcing air into the cylinders. that would be pushing the air out of the next cylinder.now im sure you can do it. but for our applications i believe that the lsa plays a big role in it. i think it plays the biggest role. and no the aussie doesnt compare to these engines at all.same concept---different application.