TR220 112 lsa vs TR220 114 lsa
Oct 30, 2005 | 02:31 PM
#11
Originally Posted by LoudAzzLoStepside
i talked to thunder racing today... and he says all the tr220's are built with 4 degrees advance, and he'd reccomend the 114. power will peak at 6000 he said, and i should shift at 6200. which makes sense looking at bluecajun5.3's dyno sheet. ( he says he's shifting at 6500, sometimes 6700..... i dunno about all that.... )
Oct 30, 2005 | 02:55 PM
#12
I would take what Thunder says with a grain fo salt honestly. When I was looking into a cam they wanted to recommend me something in the 204 or 208 range if I remember correctly know ing that I had a 3K stall and all the supportign bolt ons and also telling them I wanted my power to come on hard at 3K but they still recommended a BABY cam. I woudl go with the 112 due to the power being shifted lower in the power band and also the sound.
Oct 30, 2005 | 04:00 PM
#14
Originally Posted by 99Silverado5.3
Not trying to hijack the thread, but would it be worth to get the 114LSA over the 112 if you added an occasional 150 wet shot of nitrous here and there?
Oct 30, 2005 | 05:47 PM
#15
For nitrous you want a split pattern with more exhaust duration. I was spraying on a 222/224 .566 .568 112lsa cam and it reacted really well to the nitrous even with a 112lsa.
Oct 30, 2005 | 06:46 PM
#16
TECH Resident
Joined: Feb 2005
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From: Edinburg, TX
Originally Posted by Rhino79
A 114 LSA and a aplit pattern cam will perform better with nitrous.
Something like a 220/224 .564 .568 (xe hi-lift grind) on a 114 LSA would kick *** in nitrous 4.8 or 5.3 and would be streetable for daily driving. More less what I would get if I was going to spray.
Oct 30, 2005 | 09:16 PM
#17
Originally Posted by bluecajun5.3
also 112 will give you more bottom end torque.
Originally Posted by 1slow01Z71
I woudl go with the 112 due to the power being shifted lower in the power band
-LSA is defined as spread in camshaft degrees between the intake centerline and the exhaust centerline.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
Oct 30, 2005 | 10:34 PM
#18
Found some more cam theory info that basically states both ends of the spectrum and kinda clears things up a bit, check this out:
http://users.spec.net/home/emxjc/cam_shaft_power.html
http://users.spec.net/home/emxjc/cam_shaft_power.html
Oct 30, 2005 | 11:10 PM
#19
Originally Posted by budhayes3
Found some more cam theory info that basically states both ends of the spectrum and kinda clears things up a bit, check this out:
http://users.spec.net/home/emxjc/cam_shaft_power.html
http://users.spec.net/home/emxjc/cam_shaft_power.html
Oct 30, 2005 | 11:21 PM
#20
Yea, this statement here: " Narrow LSAs tend to increase midrange torque and result in faster reving engines, while wide LSAs result in wider power bands and more peak torque at the price of somewhat lazier initial response." basically tells me that I'd want to go with the 112...
I guess it's a delicate balance to get it just right, between duration, LSA, and overlap...and it all needs to be tailored to the set-up that it's going in (intake, heads, exhaust). There are alot of variables to consider.
I guess it's a delicate balance to get it just right, between duration, LSA, and overlap...and it all needs to be tailored to the set-up that it's going in (intake, heads, exhaust). There are alot of variables to consider.