Got my cam, now a question
03-02-2007, 08:58 AM
#1
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Got my cam, now a question
I ordered a 224/224 .588/.588 110+0
I received a 224/224 .581/.581 110 LSA 106 ICL
The lift difference really doesnt bother me but I think they gave me just an off the shelf grind. So now I have a 110+4 correct? This cam will have the same amount of overlap correct but the powerband will be a little different? Please explain before I contact Speed Engineering about why the grind is different. I might want to end up keeping it if all that changes is that the powerband comes into effect a little earlier.
I received a 224/224 .581/.581 110 LSA 106 ICL
The lift difference really doesnt bother me but I think they gave me just an off the shelf grind. So now I have a 110+4 correct? This cam will have the same amount of overlap correct but the powerband will be a little different? Please explain before I contact Speed Engineering about why the grind is different. I might want to end up keeping it if all that changes is that the powerband comes into effect a little earlier.
Last edited by 99/5.3w/hips; 03-02-2007 at 09:30 AM.
03-02-2007, 09:41 AM
#2
Originally Posted by 99/5.3w/hips
I ordered a 224/224 .588/.588 110+0
I received a 224/224 .581/.581 110 LSA 106 ICL
The lift difference really doesnt bother me but I think they gave me just an off the shelf grind. So now I have a 110+4 correct? This cam will have the same amount of overlap correct but the powerband will be a little different? Please explain before I contact Speed Engineering about why the grind is different. I might want to end up keeping it if all that changes is that the powerband comes into effect a little earlier.
I received a 224/224 .581/.581 110 LSA 106 ICL
The lift difference really doesnt bother me but I think they gave me just an off the shelf grind. So now I have a 110+4 correct? This cam will have the same amount of overlap correct but the powerband will be a little different? Please explain before I contact Speed Engineering about why the grind is different. I might want to end up keeping it if all that changes is that the powerband comes into effect a little earlier.
The 106 ICL will shut the IVC earlier and make more down low possibly at the expense of power up top because of what it does to the Exhaust valve events and where the overlap is moved too. Personnally I think the 110/110 is a better cam for your setup especially if youve got an ls6 intake and higher SCR; if youve got at least 10.5:1 your DCR would be around 8.5 it would have plenty of tq to leave the line and the overlap is matched well to pull till 6300 on a 5.3 with a car intake. For the truck intake and lower ratios the 106 would be better.
I had a 222/222 112/112 and it pulled like a beast at 3000 rpms with a SCR of 10.5:1(very similar VE's), 11:1 would be even better.
My .02 others might have different opinions Im sure.
Last edited by 02sierraz71_5.3; 03-02-2007 at 09:47 AM.
03-02-2007, 10:27 AM
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I left the cam card at home. I think it might work out fine since I will be on stock heads for a while. I may have headwork done later but for not for a few months. I don't know, I'm mainly ticked that they shipped me an off the shelf grind and not the specific grind I wanted.
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03-02-2007, 11:09 AM
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Originally Posted by Sport Side
110lsa + 4 :
6
38
46
-2
110lsa + 0 :
2
42
42
2
6
38
46
-2
110lsa + 0 :
2
42
42
2
03-02-2007, 11:21 AM
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Originally Posted by 99/5.3w/hips
What does the difference mean in terms of where and how much power I will be making?
Read this.
Originally Posted by Shaun P.
The exhaust VE’s are the most important in these setups. Simply put, on a NA motor the intake air charge is not assisted, leaving wave dynamics of the air charge out. After the combustion stroke there is a tremendous pressure in the cylinder. As soon as the exhaust valve cracks open it flows a ton of air. It is basically boosted out of the cylinder. Having the exhaust valve open too early not only costs heat and velocity, it also empties the cylinder before the intake charge can take advantage of the pressure differential. In a limited overlap or smog-able setup, this is especially true. This causes exhaust reversion and is one of the key factors in surging problems. By the airflow reversing course it looses inertia. Typically this is overcome before peak torque.
03-02-2007, 11:28 AM
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I think degreeing it in at 4* retard would work just fine for me. That way I dont have to wait forever to get it fixed and everything else will still be the same.