AutoRoc

www.camshaftinnovations.com

Cam Master Jay moderates over at www.yellowbullet.com and could easily put an off the shelf grind to shame.

I'd get a quote from him with a call or do the spec sheet on his site.

Something in the 236/242 or 242/248 Extreme energy grinds would be ideal, even tame in a 383. I'd suggest those for a 350 build as well. A 3000 stall and 700R4 will insure that it's not a dog. They also have solid roller Extreme energy grinds as well which is the lobe my cam was made with. I did a 396 pump gas engine with slightly bigger heads and a much more aggressive solid roller which makes me not like the grinds they spec'd out for you. That stealthram/AFR combo wants to REV much more than many people here think.

Custom cam quotes is what I reccomend. Call up Jay at Camshaft innovations, Cam Motion, Laser, whoever and get specs from someone who isn't staring at a computer looking through a warehouse of cookie cutter cams. Cost shouldn't be a factor with a camshaft on a complete engine build. If it costs $100-300 extra to get it right the first time, that's less of a headache and more of a smile when you plans the right foot. Goodluck!

Jerm93z28

i want to say you could run whatever roller cam youd like, even if its for an LT1. but im not certain about that. i think the same timing chain will work with them all in a sbc block.
i ran 11:1 with my LT1 with no probs on 93 octane. 350cid with 230/236 cam.

a 4.10 gear would probably put you in the ballpark where you need to be coming through the traps (1/4 mile). but that is just guessing. if the car is light, you might be better off running a 3.73, there will be more headroom coming thru the traps.
for the street either gear will work ok.

Wishmaster

I called Cam Motion and they returned my call..and came up with

@50 227/233 526/505
with a 114LSA
110 centerline
4* advance built in

still waiting on what Camshaft Innovations comes up with

Jerm93z28

thats a smooth idlin' cam there.

Wishmaster

bad? I dont want toooo smooth...I wanna hear the cam...I would think they would have come up with a bigger cam...

Jerm93z28

im wondering why they spec'd out a 114?

ws6transam

Say what??

It sounds like a fine cam for a stealth ram, if you ask me!
I'm sure you'll hear the cam stutter on that one. I've got a 230//236 112 lsa and it's got a pronounced idle that sounds plenty rowdy. It idles all day about at 900 RPM with about 12 inches of vacuum. 227/233 isn't that far away from my present grind, I'd say.

ws6transam

For improved fuel injection MAP signal.
Your fuel map is generally based on RPM versus manifold air pressure. The wider lobe separation angle yields a better vacuum signal so that engine load is more easily resolved by the ECM. This enables your EFI system to better apply its fuel maps to current conditions.

As you tighten up lobe separation angle, you'll gain some midrange torque but lose your vacuum signal because of increased exhaust reversion into the intake tract.

Jerm93z28

wierd. i never had any problems with running a larger cam on a 112 in a smaller engine.
my 230/236 112lsa got 25mpg in an engine with 33 less cubes.

ws6transam

I'm not saying that you CANT run a 112 lobe separation angle. After all, I am doing just that right now. However take a look at the trend in high performance LS1/LS2/LS6/LS7 cams: They are running large duration, high valve lift lobes on lobe separation angles of 114 through 117 degrees.

Back when we all ran carburators, we all wanted that little extra midrange hit so we all bought 108 degree LSA cams and lived with the low vacuum and stuttery misfires that were caused by reversion of exhaust gases that shot past the intake valve when it lifted off the seat.

Nowdays, the advent of EFI and better fuel metering has meant that we now can think outside of the box to find power in other ways. One of the ways is to improve the vacuum signal and clean up the idle by increasing the duration of the valve opening, then opening up the lobe separation angle to reduce dilution of the intake air charge with spent exhaust gases.

Of course I admit it's a bit more complicated than that, but I think that's the general reasoning behind moving to a wider LSA. You can run a bigger lobe for more top-end rush yet still have good vacuum signal for better control by the ECM.

Wishmaster

why the 526/505? I thought we want lift?.......why didnt they spec out a bigger cam? also what is the 110 center line..and what is the 4* advanced built in?

excuse me if I sound dumb but Im learning..

thanks!!!!!!!

Wishmaster

I still waiting on Cam Innovations ...to see what they come up with for a cam....thenk I'll take my pick.
what sucks is on their website it says that they will not give out the specs until its ordered....that doesnt sound to good....what if I dont like what they come up with or its the same as some of the others....on their site says that they do something with the lobes on the cam to make more power...what could that be, that the other companies dont do.

AutoRoc

You have to remember that they're also taking weight, 3000 stall, 3.42 gear and everything else into effect. Having more gear, stall, and compression would call for more camshaft, etc.

Wishmaster

the other companies ask me all that too.....I filled out a spec sheet on their website....its asked about springs and stuff...

Wishmaster

heres another cam spec I got over the phone...from a custom cam shop...
246/246 550/550 @50 with a 110 LSA

said with the good flowing heads I have, that would be ideal...tuning would be the problem.