picked up a comp xe268 for my car but i just saw they had a turbo line

looking at the single/twin cam its only 218/218 and less lift then my summit 224/224 , was just curious if anyones used any of these or should i just stick the xe268 in it

the xe is 224/230

 

Is it s running setup that your tinkering with or are you building something new? If new than pick what fits best. If it's a running setup I wouldnt waste my time, a pound more boost will make more difference than changing between any of these cams.

wrt to the cams you mentioned I think the summit 224/224 is the deal of the century for a flat tappet turbo cam and I'm not excited about any of the comp forced induction cams. I have used comp xe roller lobes to do a custom 224/224/114 that I really like and im tempted to try that or a used 280xfi roller that i have sitting around in a 305 with some boost

 

tinkering with what i have , heads are comming off so i figured i may as well swap cams while im in there again
i figured the xe would make a bit more power then the sum 224/224

 

The 224/224 will make more power than the 224/230 if restrictive exhaust is present.
What are the headers/manifolds, turbine, downpipe, mufflers?
For 90% of the exhaust systems out there I would say the 224/224 makes more power.

Since you already had it running with the 224/224. What was the Exhaust back pressure ratio? That will tell you if the XE cam would be better.

 

log style headers 2.5 inch log , 1.5 primarys , right now it has a set of gt3076's stepping up to gt3582's with the swap dual 3 inch downpipes aprox 4 ft long each no mufflers

current heads are ported 882's with lots of work done on the ex side , swapping 882's for a set of cnc'ed 210 cc procomps


never did measure bp on current setup has the typical power drop at 5,700-5,800 with the tpi on it, hoping to gain some more upper rpm with the head swap and more porting of the tpi , possible swap to a stealth ram in the near future

 

Are the primary headed in the direction of exhaust flow when they hit the log or 90* to the log manifold? most people build them 90* because it is easier.

That turbine side is really open. My guess is the LSA will really make the difference here. The 110 LSA is going to make if feel more powerful because it will "hit" a lot harder than the 114 LSA. It will make more peak, but I think power under the curve will be less.
It all comes down to the powerband you want. Setup right for that XE cam, it will go faster in the 1/4 mile.

The idle quality is going to suffer for sure. Unless you like that lopey kind of idle, and the PITA of tuning idle BPWs using double fire batch with injectors sized to feed turbo engines. Or plain don't mind running an over rich idle (smooth out engine and makes up for some lope).

 

*90 to log , i do have another set of flanges and weld els here i can build a set with primarys 45* to log if need be

i dont mind a rough idle , and i have a megasquirt on it so should be to hard to get it to play nice at idle , hell ive got the 224/224 idling real nice at a lean 17.3

right now its making lots of power down low , i have to roll into it in second, punching it below 3000 in 2nd results in instant tire spin

and wot 1st to 2nd is a joke car just wont go anywere , im hoping the gt3582's wont be as brute down low

 

I don't think you would gain that much more by changing the manifolds. I would run what you have.
Should see a little loss down low, but I think that TPI & turbo combo is what really makes it so strong.

As for tire spin, that cam and heads will make it worse.

Side note, I read you might be installing a roller block. Delta can cut a 220/220 on 112 LSA with LT4 Hot cam lift specs out of a stock GM vortec cam. Would make good HP for cheap......if the lobes stay on it.

 

yeah i have a roller block but wa sonly going t use it if my current engine was bad.

stuck the roller block away for a rainy day

 

This sounds interesting. Something you asked them about, or something that is a shelf PN for them? Ever run one, just wondering about durability on it. Everyone always has horror stories of regrinds, but I'm not really sure they transfer over to rollers or not since I think the GM ones aren't a cast core anyways.

 

ive run a bunch of delta regrinds in the past , as do most of the v6 guys , we have never had an issue. ive even had cams from them were they would have to build the lobes up on the core to get the desired lobe lift and duration i wanted and had no issues.

 

If anything just run more rocker on intake side. That will help abit with power and rpm

 

The cam was something I have them specs for. I ran the numbers to see how much would have to be taken off to get the duration and lift. It seemed close to the max in terms of removing material but I could be wrong.
I have not run the cam yet. Won't be running until next spring. It is a $100 vortec engine that is getting the delta cam, single plane intake, and turbo.

 

Regrind just takes the base circle down which can really increase the profile as far as ramp rate and duration to a point. Same with lift you can get a far amount out of it. When done right the material should be treated and hardened to work as well as stock so shouldnt be an issue there. You can make some interesting stock cheater cams this way but you cant do alot with lobe separation it seems. Offset grinding the lobes seems like it would limit the material available to cut the new lobe. Interesting concept for a budget build

 

jus get a custom grind for what u need..

 

If what you're saying is true, that actually makes the peanut cam a fairly interesting piece in a core perspective. The LSA on them is very tight, so theoretically you could stick quite a bit of overlap in if you wanted it. Not only that but if I'm remember correctly the lobes are always made to the size of the cam tunnel so there should be a considerable amount of material to machine away if you're willing to up the ramp rate enough.

 

I *think* most of the companies re-grinding cams want a core with similiar LSA and duration. From what I read, most heated treating is .025" deep roughly. I don't think they re-heat treated after grinding. In my case, the stock vortec core was a great base for the cam profile I wanted.