228R camshaft, the specs are 228/228 @ .050" lift, .588"/.588", 111 LSA. This is the cam that I'm currently running in my '02 SS, and it's GREAT! With stock heads, our 228R cam, all of the bolt-ons, and a SY3500 converter, the car has run a current best of 11.41 @ 116.85 MPH with a 1.53 60' on street tires. You'll push a little harder with your LS6 heads. You will definitely need to get the car tuned after the cam install to have it running perfect. This cam will NOT work well with a stock 550 RPM idle. When we designed this cam, we were wanting something that gave us the added power and breathing ability of the larger cams yet not requiring to spin the engine up to 7,000 RPM. With this cam, peak HP will occur at 6,400-6,450 RPM. You will be just fine shifting at 6,600 RPM. Many of the larger cams out there require you to spin the engine to 7,000, and that will take its toll quickly on the bottom-end.

With this cam, I would recommend going in with a set of our Manley valve springs good to .600" lift, Manley titanium retainers, and Manley hardened 7.4" pushrods. The titanium retainers will help to lighten the valvetrain up, which will help with revving ability and longevity. This cam has very aggressive ramp rates, so we recommend that you pull the springs off once a year or every 15,000-20,000 miles to check them for spring pressures. It would not hurt to go in with a set of fresh springs at this time and just sell your old ones off. It's pretty cheap reassurance IMO. Our cam is on special for $399, the Manley springs and retainers are $233.99, and the pushrods are $109.99. If you check around, you will see that this is a very good price since the next cheapest package with titanium retainers is $799. Our package totals $742.98 without shipping.


Let me know if you have any questions. Our 228R camshaft has been a very popular seller. We should have more in stock by the end of this week, so let me know if you would like to get the package on order! Feel free to give me a call at 214-507-3669 if you have any questions.

Thanks!

Trevor Doelling, Texas Speed & Performance, Ltd.
"A Performance Evolution"
"Top Dog Showdown" Class Sponsor at LS1Tech.com's Spring Break Shootout!

...this guy Trevor is a great guy to deal with he's like the Bunker of LS1's .....all I have to say is you guys better be ready

 

when are we putting the cam in? hehe I'm single pattern cam guy aswell right now but LS1's are real good with single pattern cams.

 

thats not really that big of a cam mike .. its somewhere between the CC305 and CC306 .. i guess single pattern cams work great for LS1s ... but if ur thinking about adding the juice, i recommend a bit more dur on the exh .. the juice always likes more exh than intake ...

i would personally say go with a bigger cam .. just cuz ur converter is big enough for a bigger cam ..

but then again .. im not an LS1 expert.

ie: bunkers cam is 236 / 236
mine is 230 / 244
a cc305 is 220 / 230

but these are all LT1 cams .. so whatever u do .. good luck

ps. oh yeah .. im gonna have to call on that guys comment about cutting 1.53 on street tires .. unless by stree tire he means "street LEGAL" tire .. which would include all drag radials and ET streets .. but on off the shelf street radial .. not a chance, unless its an AWD camaro

 

Looks Lumpy

 

that cam is alot bigger then a cc305 what with the 111 LSA and the big lift numbers....

 

the lift on that cam is only .044 more on both intake and exh compared to the CC305 .. thats not a big difference .. and the LSA of a cam doesnt really make it any "bigger" From what i understand .. it sure does change the characteristics .. but IMO doesnt make a cam any bigger............ it does have 8deg more duration though .. so it IS bigger .. but not a lot .. its somewhere in the between the 305 and the 306

look at it this way .. take the sum of the durations for each cam
CC306: 474
228R: 456
CC305: 450

i know this is a pretty stupid way of looking at it .. but im bored and i need to prove my point

 

..I thought I wanted to use the spray, but I don't think it's for me...keep in mind this is a street car, Nitrous is for people looking for a quick, easy and cheap way to get to the end of the track faster....I think I'm gonna keep the car N/A right now...next year either ATI or stage lll heads and cam...these cars have the potential of being a 10 sec. car with just heads and cam..the right combo of course...that's just my opinion........as for the 1.5 on street tires, you maybe right although it is possible...anyway, the cam leaves in a day or two, I'm still open for options....thanks

 

Got yourself a real nice 111 lsa hoppity popper...

 

The MTI Hammer Cam worked worked well in Mike's brothers TA. Sounded lumpy and had decent driveability.

Andy

 

That's the one I wanted in the first place..although some guys over at LS1tech suggested otherwise...either way they are 2 great cams...

 

having a lower LSA shifts the powerband up giving more peak power. Thats why the guy who sells the cam is saying the HP peak is at 6400 rpm. There is no way a cam close to the cc305 is gunna peak at 6400, more like 6000 or so.

.44 lift is almost 8% more lift then a cc305. That is a significant amount more air that can get past the valves when you consider that the lift is not just greater at peak, but during the entire time the valve is open.

So, the duration may be shorter then a cc306, however the lsa is lower which allows this cam to recapture some of the top end that it loses from the shorter duration. In addition the lift is greater then the cc306 (at least on intake), which helps give a little more power throughout the ENTIRE powerband.

 

craig

thogh what ur saying about lift is correct (especially in mikes case with his LS6 heads) .. it doesnt always hold true .. if u have too much lift, with unported crappy heads, u will SACRIFICE flow and hp due to turbulance .. thats why u see mid range stage II ported heads flow best at .550 and the flow decreases past that .. but any quality head job will cause the heads flow to increase along with lift .... most (cheaper) heads drop flow past .500 ..

what ur saying is true .. im just ... adding to the conversation thats all

i'll check my dyno sheet from back in the day when i had a CC305 and see where i peaked ... my CC306's graph never dropped or even straightned till the dyno guy let off the gas at 6300 ... i bet if he would've reved higher my miserable RWHP #s would've been a bit more respectable

 

To me, lift is a tool to get the most power out of a particular set of heads, thats all it is, adding more doesn't give you much power, & like Payam said, too much & you loose power, basicly if your heads do their best at .550 you want about .560 lift on the cam/rockers. yada yada yada, durration/LSA make power, LSA is also kind of a tool for power depending on how steep the ramps/lobes are on the cam, steep ones allows you to get lower LSA numbers because steep lobes give you good bottom end/mid range power, then you also decrease lsa to say 111 & move the power band up top aswell for a nice cam setup

 

Well LS6 heads flow pretty well, but you guys are right there are so many variables...

I still happen to think that the cam in question is quite a bit "bigger" then the cc305. And by that, I mean it will make significantly more power up top then a cc305-esque profile cam thanks primarily to the 111 LSA. I also believe the added lift will be beneficial with LS6 heads....

 

...you guys make me horny with all this HP talk, I love it....thanks for all your imput...so do you agree this cam is for me?