stock bottom end heads and cam car ? is it true the 110 will potentially make more power than the 112 n/a? and if i decide to put gas on the car would the 110 be that big of a difference over the same car and gas with a 112?

 

110 should make power earlier in the power band. actual peak power difference...on the same duration...shouldn't be significant.

no idea on the juice.

 

So lower the LSA the better the low end power? hmmm, I will have to remember that for my cam swap.

 

A 108+4 will make more power but it is more peaky on the graft. The 112+4 will make a little less but the graft will be a streighter line. Ya got more vacuum with the 112 also.

 

What does it mean when you say 110+4 or 112+4??? I have seen it a couple times and do not get it. I know what the 112 is the LSA, but what is the +4 for?

 

It means the cam is installed with 4* of advance. Instead of the ICL being 108-112 it is 104-108.

 

ICL...I forgot what that stands for...and do you always have to have an advance?

 

ICL = Intake center line, most cam grinders put about 4 degree's of advance right into the cam grind, so when you just line up your timing marks regular, you have the advance they recomend.......and no, you don't always "have" to have advance but for a street cam thats what Iv'e (almost) always gone back to after trying different things

 

Advance puts more torque lower in the RPM's. Ya can get a cam the way ya want, but if ya aren't up to speed on what it does or how much,leave it to the cam grinder.

 

Wait...so you are telling me getting an off the shelf cc306 or something could be bad?

What exactly does the advance do? What is advance specifically? And how does it put more torque in the lower end?

 

A CC306 already has whatever Comp wants in that particular grind. Not saying it's good are bad it's what their research tell's them will run best on "average" for a particular engine.
It's MAGIC when it moves stuff.
It advances the lobe timing which moves the
power down if ya retard the cam from "0" it moves the power ban up.
Let the CAM GRINDER CHOOSE they know more than most folks 'cause they do the research.

 

110 and 112 LSA are just numbers that describe valve events. If you want to see a difference between LSA, look at the valve events, that will tell the story.

Reading material

 

Adding or subtracting LSA moves your lobes closer or further apart. Lowering the LSA makes more valve overlap, which can be defined as the moment that both intake and the exaust valve are open. More overlap usaully means more HP, but it comes with it's disadvantages. Things like rough idle, poor vacum, harder to tune, and so on. You usaully try and find a happy medium between to much and not enough, which usaully ends up being 112 LSA. 110 and below starts to get pretty rowdy, but can be done. Adding advance to a camshaft opens the intake valve sooner in the lift cycle, which in turn will ingest more air into the engine earlier in the power band, hence the added low-end HP. On the other hand, when you open the valve sooner, you also close it sooner, which takes away from your top end breathing. In most street applications it isn't a problem because you are wanting the power band to peak by 6500 rpm's anyway, but if you wanted more top-end power at the sacrifice of a loss of a few low end ponies, less or no advance would be better. LSA will actually widen or narrow a power band. For example, a cam on a 110LSA may make power from 2500-6500 and the same cam on a 114 will make power from 2000-7000. The cam on the 110 will make more power in it's givin rpm range though because of the added overlap. Advancing either of the cams will take the same power band and move it lower into the rpm range. Example: a 110+0 makes power from 2500-6500, the same cam with a 110+4 may make power from 2000-6000. Of course you loose a few HP on the top with the advance because your engine is moving less air at 6000 than at 6500. It's all give and take and really just depends on how rowdy of a cam you can handle and were you want your rpm band to peak. Most street car choose 112+4. As for the No2, if you aren't spraying over a 150 shot, it is senseless to try and pick a cam oriented for nitrous unless you are looking for all out nitrous HP at the sacrifice of N/A HP. Choose your cam for N/A power and spray it. It will work.

 

That right there is what I wanted to know. I already knew about LSA and how the overlap effects the engine and power. But here is my next dumb question: Advance is not ground into the cam is it? It is set by the computer? I know this is one retarded question.

And advancing the cam +4* in a sense means turning a 112 LSA into a 108 LSA, right? or the other way around? If it is like turning it into a 108 LSA, why do people put plus?

Wow...and here I thought I knew enough about camshafts...just proves you can never stop learning something.

 

NO NO NO

Once the LSA is ground it stays to what it is ground at...
You are changing the ICL with the advance,it is installed on a +4 from whatever LSA is ground into it.
A 112 LSA +4 is installed on a 108 ICL. If it was +2 it would be on a 110 ICL.A 112LSA+0 is installed on a 112 ICL.
All you do with the advance is change the valve events in relation to the piston movement.

It will take you years and plenty of hands on experience by telling the cam grinder what to put in it and then taking it and seeing what it does. You can understand the numbers but seeing what the numbers do is the winning hand.