Homepage Garage Wiki Register Members List Social Groups Calendar Search Today's Posts Mark Forums Read
#Camaro6
Go Back   CAMARO6 > Engine | Drivetrain | Powertrain Technical Discussions > Forced Induction Discussions


AWE Tuning


Post Reply
 
Thread Tools
Old 01-07-2020, 03:58 PM   #1
KPzypher
 
Drives: 2020 Camaro 2SS 1LE M6
Join Date: Oct 2019
Location: NC
Posts: 33
Blower CAM spec

Which blower cam would you recommend for the following setup?

6M, Centri., drop-in forged piston/rod, longtube

225/237 .648/.658 116+4
229/237 .651/.656 116+5

Will there be a big difference in drivability between the two in the low RPM range?
KPzypher is offline   Reply With Quote
Old 01-07-2020, 05:55 PM   #2
KingLT1


 
KingLT1's Avatar
 
Drives: 2016 1SS NFG A8
Join Date: Aug 2017
Location: 46804
Posts: 3,608
Too much lift on either for stock heads and rocker arms. I would personally keep the lift around .600 with stock style rocker arms. I don't understand why companies are producing these extra high lift cam shafts when valve guide scrubbing is a issue. It was a problem on LS and I don't see anything has changed to address it on LT. Now if you went with a ported head and roller rocker arms that maintains better geometry at higher lift then I could see either cam working well. Not to mention they are harder on lifters because you need stouter springs to control them.

So basically the cam above with a standard dual spring(btr platinum) and LS7 lifter is a recipe for valve-train failure within 20k miles.


Call kip at cam motion and tell him what you are looking to do.
__________________
2016 NGM 1SS A8
Options-[2SS Leather/NPP]
Perf. mods-[Whipple 2.9/LT4-LPE-JMS Fueling/LT5 TB/Rotofab Big Gulp/Flex Fuel/CA ORP/FM NPP Axle back]
KingLT1 is online now   Reply With Quote
Old 01-07-2020, 06:41 PM   #3
oldman


 
Drives: SS 6 speed of course
Join Date: Jan 2016
Location: Hilo, HI
Posts: 4,137
Quote:
Originally Posted by KingLT1 View Post
Too much lift on either for stock heads and rocker arms. I would personally keep the lift around .600 with stock style rocker arms. I don't understand why companies are producing these extra high lift cam shafts when valve guide scrubbing is a issue. It was a problem on LS and I don't see anything has changed to address it on LT. Now if you went with a ported head and roller rocker arms that maintains better geometry at higher lift then I could see either cam working well. Not to mention they are harder on lifters because you need stouter springs to control them.

So basically the cam above with a standard dual spring(btr platinum) and LS7 lifter is a recipe for valve-train failure within 20k miles.


Call kip at cam motion and tell him what you are looking to do.
You lips to god's ear.
__________________
Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.
oldman is offline   Reply With Quote
Old 01-07-2020, 06:49 PM   #4
oldman


 
Drives: SS 6 speed of course
Join Date: Jan 2016
Location: Hilo, HI
Posts: 4,137
Quote:
Originally Posted by KPzypher View Post
Which blower cam would you recommend for the following setup?

6M, Centri., drop-in forged piston/rod, longtube

225/237 .648/.658 116+4
229/237 .651/.656 116+5

Will there be a big difference in drivability between the two in the low RPM range?
http://www.cammotion.com/gen-5-lt-ca...ger-camshafts/

look under supercharger cams for centri, the first cam is very similar to my first cam, the second one is smaller than my current cam. The first one is basically a zero overlap cam so it will be kind of hard to tell it from stock. The second cam has overlap at .050 so will have a lope, mine is one step bigger and it is a "defined lope" cam. At speed say 2000 RPM and above, part throttle both of my cams worked fine. If you have an auto, you will need a stall for sure on the second cam (don't know about the first).

I like the lopepe doop and you can search the NA forum for my idle / rev video.

I'll post one with stock exhaust too as soon as I finish the tune (need to remove one cat to run the wideband so not stock right now).

You can easily makeup for the power with a pulley change so the cam is more of a sound / driveability choice. For me I'm in love with my defined lope cam, the zero overlap cam was just too mild for me.
__________________
Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.
oldman is offline   Reply With Quote
Old 01-07-2020, 08:46 PM   #5
laynlo15
 
laynlo15's Avatar
 
Drives: 2016 1ss A8, Npp
Join Date: Nov 2015
Location: clark, mo
Posts: 6,018
My new BTR Stage 2 lift is nothing like that lift and in the 630 range. Even my old Livernois blower cam was 641-641 lift 229-241 on 116, Btr is a lilttle lower lift 116+6. I agree with King
__________________
2016 Camaro 6.2, Magnuson 2650 Heartbreaker, RotoFab, Lt4 short block (stock) BTR Cam kit, stock heads, stock drivetrain. Kentshotrodgarage (M/T, Racestar Wheels), Best 9.40@147 Best MPH 149 1/4 5.99@119 Best MPH 120 Best 60' 1.35.

2016 C7 A8 E85, Speed Engineering LTs, Nitto 555R2s 11.18@124.76 1.63 60ft, 7.23@98.38 mph
laynlo15 is online now   Reply With Quote
Old 01-07-2020, 11:19 PM   #6
shinysun
 
Drives: 2016 Camaro SS
Join Date: Jul 2016
Location: Korea
Posts: 374
Quote:
Originally Posted by KingLT1 View Post
Too much lift on either for stock heads and rocker arms. I would personally keep the lift around .600 with stock style rocker arms. I don't understand why companies are producing these extra high lift cam shafts when valve guide scrubbing is a issue. It was a problem on LS and I don't see anything has changed to address it on LT. Now if you went with a ported head and roller rocker arms that maintains better geometry at higher lift then I could see either cam working well. Not to mention they are harder on lifters because you need stouter springs to control them.

So basically the cam above with a standard dual spring(btr platinum) and LS7 lifter is a recipe for valve-train failure within 20k miles.


Call kip at cam motion and tell him what you are looking to do.

Opps. Do I have to concern about the issue on Lt1 engine?
shinysun is offline   Reply With Quote
Old 01-08-2020, 07:18 AM   #7
EDFHOBBIES


 
EDFHOBBIES's Avatar
 
Drives: 16 SS & 17 ZL1 Both Yellow
Join Date: Jan 2014
Location: Houston
Posts: 3,263
Send a message via Skype™ to EDFHOBBIES
I'm in trouble then.. 217 / 245 Lift with 1.8 rocker .635 .661 LSA 121

Don't forget things like a cam lock out vs a phaser limiter..

And the fuel lobe 32, 38, or (44% only for the lingenfelter pump)
__________________


Kong Ported 2650, Crawford Racing Port Injection, Weapon X 112mm Adapter, NW112mm TB, Livernois Ported LT4 Heads, Lingenfelter GT32 stealth cam, Haltech Elite, and Carbon by Trufiber
EDFHOBBIES is offline   Reply With Quote
Old 01-14-2020, 08:08 PM   #8
oldman


 
Drives: SS 6 speed of course
Join Date: Jan 2016
Location: Hilo, HI
Posts: 4,137
lift is one part (the most important) in the longevity equation. IMO 75% of engine failure is due to valve bounce. What causes the valve to bounce? higher lift, faster ramps (cam motion is know for gentle ramps and they grind BTR's stuff), dual springs vs conical vs beehive vs single (conical wins), RPM. For me my LS7 lifter failed on the intake IMO, it was a combination of 6800 to 7000 RPM shifts, upto 12 PSI of boost and a fast ramp profile causing the intake valve to bounce and / or lifter to fly over the deceleration ramp of the intake cam lobe. I can actually see impact wear on the flank side of all intake lobes. So if every thing stays in contact and I'd be checking or replacing valve springs every 20K miles. IMO I should have been OK, but nope.

I'm at sub .600 lift on a cam motion cam and Johnson lifters (should have got the bars). I will change springs every 40k miles, I'm on 8 or so of PSI now too. I lived through the LS1 valve train wars and unfortunately I'm doing it again on the LT1, this time around everything is the best from C5R chain, to Manley valves. I'm not risking anything like trunnion bearings or my hollow stock valves falling apart or anything. I'd even change to a real oil pump if one was made. I could get away with less stiff springs but I figure my sub .600 lift is cutting down on peak open pressure and I don't think it is spring pressure perse that is killing the valvetrain, I think it is bounce so I stuck with dual .660 lift springs just because I want the valve and lifter not to be in free float EVER.
__________________
Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.

Last edited by oldman; 01-15-2020 at 01:48 PM.
oldman is offline   Reply With Quote
 
Post Reply

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


All times are GMT -5. The time now is 07:07 PM.


Powered by vBulletin® Version 3.8.9 Beta 4
Copyright ©2000 - 2020, vBulletin Solutions, Inc.