Cams for Turbos
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Registered User
Joined: Nov 2001
Posts: 254
From: tucson, AZ
Cams for Turbos
I bought a cam before I relized that I want a turbo. My cam is the CC305 on 112LSA. How would this cam work on a turbo set up? If this cam wouldn't work what cam would you suggest?
TIA
TIA
Registered User
Joined: Oct 2000
Posts: 507
From: Sioux Falls, SD
I think I know of one person who used that cam. He had decent results but like I said, this is all from the faaaaaaar back side of my brain 
Most turbo cams are on a high LSA (114-116), use fairly low lifts, and most of all are reverse split duration. Meaning the intake duration is higher than the exhaust. Call Cam Motion in Louisiana. They will help you design a custom cam for around 300.
Most turbo cams are on a high LSA (114-116), use fairly low lifts, and most of all are reverse split duration. Meaning the intake duration is higher than the exhaust. Call Cam Motion in Louisiana. They will help you design a custom cam for around 300.
Registered User
Joined: Jul 1999
Posts: 261
From: Indianapolis, Indiana
cam motion is who made my cam. they take a lot of specs into account when they made it too. I was impressed with their attention to detail.
Mine is a reverse split with large lobe sep. and low lift. LOL
Mine is a reverse split with large lobe sep. and low lift. LOL
Registered User
Joined: Mar 2001
Posts: 49
From: Park Ridge, IL
In general, you'll still make tremendous power with the right turbo, even if you don't have the optimum cam, more so than the right cam and the wrong turbo.
The theory I subscribe to on turbo cams is that you should still base the lift on the head flow profile, and the duration should still reflect the displacement of the engine and it's trget operating range. A wider LSA is a good idea for most turbo systems that have the typical 2:1 ratio or greater of exhaust backpressure in relation to boost. Most people not familiar with turbos think that overlap will allow the intake charge to escape out of the exhaust, but in most cases, the opposite is true since the backpressure on most street oriented turbo systems is higher than the boost pressure, which leads to reversion.
Larger turbine housings, tubular headers, and larger downpipes coupled with more efficient exhaust systems bring the exhaust backpressure to boost pressure ratio more inline with a nomrmally aspirated system in which case the ideal cam specs would be similar to that of a NA motor of the same displacement and operating rpm range.
Ideally, you would want to test run the engine, then dial in the cam specs based upon the dyno, baack pressure, boost curve, etc. Unfortunately, most people won't or can't spend the time or money required for this approach.
The theory I subscribe to on turbo cams is that you should still base the lift on the head flow profile, and the duration should still reflect the displacement of the engine and it's trget operating range. A wider LSA is a good idea for most turbo systems that have the typical 2:1 ratio or greater of exhaust backpressure in relation to boost. Most people not familiar with turbos think that overlap will allow the intake charge to escape out of the exhaust, but in most cases, the opposite is true since the backpressure on most street oriented turbo systems is higher than the boost pressure, which leads to reversion.
Larger turbine housings, tubular headers, and larger downpipes coupled with more efficient exhaust systems bring the exhaust backpressure to boost pressure ratio more inline with a nomrmally aspirated system in which case the ideal cam specs would be similar to that of a NA motor of the same displacement and operating rpm range.
Ideally, you would want to test run the engine, then dial in the cam specs based upon the dyno, baack pressure, boost curve, etc. Unfortunately, most people won't or can't spend the time or money required for this approach.
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