any times on this cam with stock heads? planning a cap swap and was looking at either the 221/217 or the 224/230 for my stock heads. anyone know the powerbands of these cams or have any experience driving one they care to share?

 

It's a bit low in the powerband for my tastes, especially for an f-body with an M6. If you're looking for some gain over the stock cam but without too big a hit on drivability it might be what you're looking for. For an M6 I tend to go for "peakier" cams. Especially with stock heads and the smaller XE cams I think it really pays to concentrate on the exhaust. If the exhaust isn't there, the 6* duration split cams tend to incurr a lot of pumping losses at high RPM, cutting the peak power down before it's really necessary (depending on how high you're comfortable rev'ing) The torque curve should come on quick and be nice and flat with that cam, making street driving feel very strong!

All IMO

The more info you can give people on your current modifications and intended purpose or goals, the better advice you'll recieve Some of these guys will put up with anything for those last few peak hp at 6500RPM On the other hand some people go to small and regret it later.

 

Ain't that the truth...

Here's my specs... I'm looking for a high HP cam, that is strong in the upper RPM range. Low end (2000-3500) isn't that important.
LPE 383 Stroker with the following stuff

• Custom forged aluminum pistons - 10.8:1
• Lunati custom forged 1 piece seal stroker crankshaft - 3.750" stroke
• Billet steel connecting rods - 5.850" length
• File fit plasma moly piston rings
• CNC porting & polishing of cylinder heads
• Ported and polished intake manifold
• LPE valve springs and lightweight valve spring retainers
• Titanium valve spring retainers
• Stainless steel intake/exhaust valves (2.00" intake /1.56" exhaust)
• Three angle valve job, set correct spring tensions & heights
• Custom designed LPE hydraulic roller camshaft (211/219/112)
• Competition Cams stainless steel full roller rocker arms 1.6:1 ratio
• 58 mm billet aluminum throttle body
• LPE engraved throttle body cover
• Professional installation, testing and tuning
• Stainless steel exhaust by Borla

This is what I have today. What cam would be better more 'extreme' but still be smoggable in CA.

-Keith

 

Some of us have to go small cause of smog

 

well basically my setup right now is just a CAI. headers and full exhaust are planned with the cam swap. i want something that pulls up to right around 6k, i'll prolly up the rev limiter to 6300 - 6500 and get 4.10 gears. i want crisp throttle response and not looking for more than about 315-330HP at the wheels.

 

Well according to my dyno sheet with the cam it pulled till about 5800 rpms then dropped off.

 

what kind of numbers were you seeing on the dyno with this cam?
how is the actual performance of the cam on the street? i want to know everything before i finally decide on which cam to put in. i dont want a radical lope, in a couple years i might decide to have fun with the car but for right now it's my daily driver.

 

I saw 285rwhp/305rwtq w/mods in sig. I can definitely feel the cam pulling strong starting at 5k rpms. I got the 112 LSA cam and it has a noticeble lope but I love that

If you went 114 LSA w/this cam it's even more streetable. But either way it's tame for everyday use. You can always call the guys at Combination Motorsports for more info... I had a long list of questions for them about this cam before I made my final decision.

 

Indy - You aren't running headers? I really would have expected more power consider the cam.

 

No I'm still on stock manifolds/y-pipe/cat

 

Simply retard the cam 4* to raise the powerband. Its a way to get big cam HP without having to have as much duration.

My seat of the pants guess is that the 221/227 112 LSA on a 112 intake centerline would make the same peak power as the 224/230 112 LSA on a 108 intake centerline.

And you'd probably get better idle vacuum and idle quality too.

 

While that moves the powerband up (increasing peak power) the potential and overall area under the curve for torque (and hp) is still less than the larger cam. Like anything, it's always a matter of compromise. With stock heads your limited in flow for both time and lift so duration is your friend.

My old XE 224/230 was fun but better suited to a street, A4, IMO. The only reason *I* would personally go smaller than the 224/230 is for emissions purposes. If you don't know the tricks of the trade it might be difficult to get it to pass stringent emissions tests.

 

Here's a clip of my 221/227 on 112lsa to give you an idea

 

So you can get that to pass CA smog?

-Keith

 

Well people get the LT4 hotcam to pass... the specs aren't much different.