The White Knight

http://store.summitracing.com/partdetail.asp?part=CCA-08-423-8&autoview=sku
350 TPI, I want lumpy Idle.

86LG4Bird

iTrader: (1)

With the stock TPI intake, that cam would be a bad choice. About the time the cam gets to its happy rpm, the stock intake will choke it.
Also, you'd need very competent tuning to make that cam behave at all (that goes for ANY lumpy sounding cam in the L98).

The White Knight

Got a tuner, thats no problem :P

Long Beach Z-28

iTrader: (1)

That cam duration (224 / 230) looks just like the one in my 355 (only I'm running a bunch more lift and more compression) I know that "Lumpy" is most definitly a relevant term, but that cam is not at all lumpy in my engine. Maybe KEVIN 91-Z28 will chime in here. He did all the tuning on that engine.

1989GTATransAm

iTrader: (3)

Lower the idle rpm and it will be lumpy.

Saculia

iTrader: (1)

I agree with LG4Bird, with the stock intake this cam is going to be a mismatch.

Long Beach Z-28

iTrader: (1)

Or just go the really economical route and pull a couple of spark plug wires off. That always results in a pretty nasty idle!!

88fastgta

iTrader: (9)

get a crane 2032 cam.. its in my 350 tpi it has a lumpy idle but i have alot of supporting mods.... this cam can go into a competely stock 350 tpi with no problems.. but i suggest replacing the springs that match with this cam.... look at my videos and you will see my mods

http://www.youtube.com/watch?v=YmAOjTj03yU


http://www.youtube.com/watch?v=Yja12...eature=related

skinny z

I've got that cam in a carbed 350.
Sounds great at idle. Decent lope and I can keep the idle speed around 700 rpm. Attracts a bit of attention too.
Can't comment on the compitability with the TPI though.
And I can still mange over 20 mpg on the highway.

Kevin91Z

iTrader: (1)

110 LSA plus TPI do not mix well with the computer.

What heads do you have? That lift wont work with the stock heads.

That would be an ok cam for a Miniram engine with aftermarket heads, plus custom chip tuning.

Fast355

iTrader: (2)

The 110*LSA thing depends on duration. On some cams the 110*LSA still has very little overlap. Thinking of the peanut cam on a 109*LSA. I have run the Crane 272H10 in a TBI motor and it got along with the stock computer just fine and ran even better once I dialed it in.

The cam in my Van is Reed Custom roller on a 110*LSA, I had the same cam in the 305, but I would consider myself an established tuner and quite frankly, with its limited duration @ .050, its not a problem.

It has a very healthy fuel requirement at heavy loading/higher rpms, but the cam, ported vortecs, and edelbrock base really let the air in. I am running stock runners, because this application needs TONS of torque in the 2,600-3,600 rpm range and to get this, I am willing to sacrifice the torque curve up high and top-end HP.







This is how quick the 6K rev-limit comes up, even with 3.08 gears, 29.5" tall tires, a sub-2,000 rpm stall torque converter, and 5,500 lbs of vehicle weight.

Kevin91Z

iTrader: (1)

He's not talking about a small cam with a 110 LSA like your small cam. He's talking about a big cam with a 110 LSA, hence my comment that the computer will be easier to tune, it'll idle better, and get better gas mileage with a 112 or higher LSA. The trade off is 10 less HP at peak power above 5000 rpms. Big deal.

Fast355

iTrader: (2)

I know he is not, thats why I said a small cam. The OP should really consider going with a smaller cam if he has stock heads and stock runners, even more so if he is running the stock exhaust manifolds and exhaust setup.

My point was the 112 or higher LSA is not always the best route. Wider LSA cams can cost you up to 20 ft/lbs through the mid-range, I've personally dyno'd the difference between 110 and 112 on an otherwise identical cam. The 112 LSA cam lost 20 ft/lbs @ 3,500 rpm vs. 110 LSA. You are right though, you do give up about 8-10 hp above 5,000 rpm. How often are you above 5,000 rpm on a stock head/runner TPI? Seldom at best and even when you are there, not much is happening. The narrower LSA makes the idle thump a bit more, which ultimately is what I believe the original poster wants. As long as he is not wanting a pro-stock idle, just a nice muscle car sound, something around 208/214 @ .050 on a 110* LSA will be all the TPI needs to be effective. This cam easily pulls 5,700 rpm+ in my TPI 350.

KrisW

iTrader: (5)

Hey FAST355, have you ever run the LT1 or LT4 Hot Cam in your TPI to compare them to the cams you are currently running?

I am asking because I have seen both of those cams run very well in mostly stock TPI and TBI applications in the last 10 or so years. Not much tuning required it seemed, but we didn't use all the fancy stuff out there now and we didn't do any dyno testing. Just street driving but boy, did it run good!

Fast355

iTrader: (2)

I bought a 1997 Chevy Express with a blown up L31 5.7 in it. I put a GM Goodwrench long block in it and upped the cam (B-Car LT1 flavor) to a Production LT4 Vette cam. That cam happened to have come from another engine build I had done, 10.5:1 355 w/ Dart Iron Eagle 180s and TBI. The LT4 cam ran STRONG in both. The 5.7 in the Express started knocking due to a bad wrist pin at about 30K miles. Under warranty, I pulled it out and put the stock cam back in it. I left the replacement engine alone this time around. The LT4 cam would FLAT GET IT, compared to the B-Car slug cam. The LT4 cam found its way in the 305 TPI in my G20, followed by the current cam into the 305. The current cam is MUCH stronger than the LT4 cam from Idle-5,500. The LT4 has a smoother idle, cleaner emissions, and a lower, broader torque curve.

1bad91Z

iTrader: (1)

I have the same cam only with a 112 LSA, but ported heads/intake etc.. etc.. with manual tranny, many hours of PROM tuning....


http://www.youtube.com/watch?v=kfLWpAy0c1o