I hope I posted in the right spot..

Having trouble selecting a (the best cam) CAM for my application.

I basically have a stock L98 w/ an Edelbrock lwr base, SLP runners, port match Siamese plenum. Adding Corvette 113 heads and wanna do a CAM swap at the same time. Didn't plan it out but basically built the heads stock.. only port/gasket matched.

What CAM can i get to make this perform as best as it possibly can..

was looking at an LT4 - ZZ9 - gm383..

I don't even know if any of those would even be the best selection..

Any help would be greatly appreciated.

Thanks in advance

 

I would recommend a cam with similar specs to the SLP Firehawk cam used in the 91-92 cars so you will still have a smooth idle but exasperate the most out of the TPI setup. That is your weak point.

 

Yup. The best way to get an engine to run strong is to **** it off. Anyways, keep the duration to 220 or so, LSA to 112/greater and lift to what your valve train/PTV clearance will handle. With a good tune, you should be fine.

 

having trouble finding those specs..

CompCams Roller Lifters, CompCams cam 220 & 230 @ .050 .560 & .570 valve lift 114 LS
(a member is selling this pretty cheap. 10k miles)

 

in: .495" 270 218 115 deg.
ex: .502" 276 224

I believe these re the Firehawk Cam specs

 

Firehawk had a T-ram.......what about a ZZ-4?

 

I have a zz4 cam in my TPI. Stock heads and stock TPI. Just exhaust, valvetrain and an AFPR. It lopes just enough to know it's not stock. Runs great. I have a stock tune, a hypertech chip, and a PCM 4 less chip (for the cam) and ironically, it runs best on the hypertech, although the PCM4L was only mailorder. My buddy owns a garage, and we gave it the sniffer test (which isn't required for me in NC) and it passed. It runs great! Would a dyno tune deliver more power? Probably, but it runs clean, efficient and smooth. For what my power levels are, that's good enough. With not even 300 RWHP, there's no sense messing with the tune over a few HP.
Anyhow, I've actually compiled a list of about 10 cams that are all in the TPI operating range. All high .400 to low .500 lift, all around a 112 LSA, all with no more than around 220 degrees of duration. These are rough ballpark parameters for long runner TPI intakes. I can post it up later when I get home.

 

that would be awesome. thank you very much I appreciate it..

 

I'm intrested in this thread too. I'm from California as well so I have to deal with the smog issues too. My car is set up simular to the way yours is. Z-ROC. I've got an 1988 IROC as well.

Right now my L98 is all stock. I am in the process of getting 3.27 gears for my rear end to replace the 2.77's

I've got a bowtie overdrives level 3 700r4 and 2,400rpm stall converter.

For the exhaust I have 1 5/8" ceramic coated hooker headers and matching y-pipe, 3'' high flow cat, 3'' flomaster cat back exhaust.

I also have the hawks thirdgen ram air boxes so that gave me a cold air intake set up now. I gutted the factory airboxes as well.

Now I'm getting in to the intake modifications. I've got a BBK 52mm throttle body already. I just bought an Edelbrock intake base, SLP intake runners and a stock plenum. I just sent all those parts off to be ported so I'll have a good breathing TPI set up when I get all those compnents back.

My next step is heads and cam mods too I'm just not sure which one would be best.

I'm not trying to steal the thread here - I just have a intrest in it especially since your car has almost the same mods as mine does.

 

My setup is like this 350 in original except for TrickFlow 195cc,Edelbrock intake unported,SLP runners unported but siamesed with plenum,stock converter and 2.77 rear.
Cam is the CompCams XR258HR-12 very modest with 480/488lift duration 206/212 engine runs strong and with homegrown chip and a preheated 02sensor from Jasper,with Hooker 2055s full flow 3" Catco cat and Flowmaster 3" aftercat.
HP figures i dont know......it clears the sniffer.

Regards Mats

 

I don't know about the Firehawk, but that is real close to the specs for a Comp 502, which is known to work pretty well with a TPI.

http://www.summitracing.com/parts/CCA-08-502-8/

 

Here's the specs on my custom ground cam: (I run 1.6's so it's .493/.502)

 

Duration 269/276, Lift .495/.503, (218/224) 112 lsa

That is pretty darn close.. The price isnt to bad either..

 

were did you get your custom grind from..
I've been looking.. Is there a major price differ?
I mean less money spent in 1 place means more money elsewhere.. lol

 

From a place in Vegas that has since gone belly up. He assured me that this was one of the torquiest SBC cams out there and by my dyno numbers, he wasn't lying. And, actually, he must have been stumbling already as the cam was cheaper than an off the shelf one from Summit, Jegs, etc.

 

The Comp 220/230 or 229 works outstanding with the superram on 350 and 383
Crower makes a real nice 221/230 I like even better.

Could probably work it with TPI but Id go just a touch smaller esp with Ca.
They have tightened up the sniffer last 2 yrs so be careful

 

Lets say one didn't have to worry about the sniffer patrol..
How big of a cam can i go with.. hypothetically speaking of course.

 

Im having a difficult time choosing my cam.. Decisions/Decisions

1- Accell 219/219
2- Lingenfelter 213/219
3- Comp 502 218/224
4- 276xr 224/230 - .503/.510 - 112 (276/281)

 

I don't know about the lobe profiles, but from a duration/lift/lsa perspective, that cam is very similar to the Summit grind that I run. The summit grind is 214/224 .442/.465 with a 112 LSA. Now that I just swapped to vortec heads, I went with some 1.6 rockers to bump the lift a little bit. I can't wait to see how it works.

With my old heads (461 fuelie heads), I made 250RWHP with 300ftlbs of torque.

 

Go with choice 3 or 4. I'm running the Comp 502 with a Superrammed 355 w/AFR 190's, and I absolutely love it! Has a bit of lope to it, passes smog check like a breeze, and pulls nice and hard. I also have the Comp 276 sitting in a box in my closet, and keep thinking I may put that in one of these days to get just a bit more oomph. I'd say with your intake/head setup though, you'd probably be best suited with the Comp 502. Another note on the 502, I could've actually ran it with the stock PROM had it not been for the fact that I stepped up to 24 lb. injectors. So it requires very little, if any tuning. Btw, mine is a MAF system. On a SD system, a custom chip is probably a must. Since you have an 88 though, I'm thinking you're probably MAF anyways.

 

Yes, I did indeed go w/ the 502 cam.. Very excited, can't hardly wait to install.
Thank you guys for your input/guidance.. But b4 I can install I'll have to tend to my
My fuel pump and my wonderful code 33 problems first. lol

My car is MAF and I have a PCM4L chip (for now). I want get into burning my own 1 day
but seems like alot of reading.. And I don't think the cam will require much tunning either..
We will see after install.. Thanks again

 

Been following this thread for a while. Sounds like I also want the 3- Comp 502 218/224.

Will that work in my LB9 1988? I have a custom chip but will it be safe etc? Also where best to buy it?

Thanks!

 

Would this 502 cam run good with a stock tune with stock 22lbs injectors? ..5speed car.

 

Yeah, it's about a 99% probability it'll work fine with your PCM4Less chip. In fact, that's who I had do the chip in mine. As far as the fuel pump goes, throw a 255 Walbro in there and you'll be golden. When it comes to tuning, the 730 ECM, SD system supposedly has more stuff you can do with it, but the beauty of the MAF system is how well it adapts to lots of different mods.

 

It should work in a LB9 motor, but keep in mind it'll behave more radically in a 305 as compared to a 350. It lopes pretty good in my 350, so it'll probably be really lopey in your 305. You'll also need to make sure to install valve springs that are up to the task.

 

Lingenfelter 219 cam



Posted from Thirdgen.org App for Android

 

Any cam with a greater lift than .470"is gonna require beefier springs than stock.

 

For years I ran edelbrock headers and a zz4 cam in my 89 350 iroc and could beat any LT1 car in town. 277 gears and all, the car had the stock chip and would fly. I beat my friends 383 GTA (just barely) and he had big headers holley carb big cam low gears etc. I killed him off the line and he was catching me but I beat him by a car and a half. I drove mine to the track and he trailored his. You can barely tell you have a cam witht the zz4.

 

I have the 219 cam in my L98 with ported aluminum heads and a carb (LG4 carb) and it runs fine. But I'm not rpm limited due to a long runner intake like the TPI is - my peak power happens around 5600rpm, something that even a ported TPI system won't be able to do (maybe in a 305).

Heads and cam are a system (along with the intake and exhaust) - you have one bottleneck and you have a lower power output.

 

Cam will help but youll want to work those heads over as much as possible they are weak on a 383. Or drive as is and save for a better set.
Port the living snot out of all intake pieces if you do splurge for heads

 

I have a ZZ4 cammed L98 with SLP headers, 3.27 gears and a 5 speed. I have a buddy with a stock95 TA- T56/Lt1, except for a cold air and catback. I can beat him stoplight to stoplight, but he easily can reel me in, in well under a quarter mile. ....the LT1 heads are far superior to the L98. The zz4 cam helps a little, but the heads will always be a hinderance. ....and if you're beating a 383, it's either driver or builder error on your buddy's part.

 

More than likely it'd run decently on stock tune. Of course it'd be even better with a custom tune. One thing I'm wondering though, your sig. says you have a 5.0 (305) TPI. Are you sure your injectors are 22's? Stock injector size on 305 TPI's is 19 lbs. I'm also assuming you have a MAF system. If so, the stock tune shouldn't be too bad. Oh yeah, as ninetyone pointed out, you'll definitely need better valve springs, and it wouldn't hurt to check spring retainer to top of valve guide clearance too.

 

I'm not sure if the LT1 heads flow all that much more than an L98, but the real issue is the lack of airflow at high rpms with the L98's long tube runners. In fact, I would put money that an L98 with a TPIS miniram would easily run with an LT1 with the same exhaust and cam. Keep in mind that GM "borrowed" TPIS' design for the LT1 intake for higher rpm flow and power.

 

Lt1 heads flow abit more so they still have the advantage. Bolt on to bolt on a lt1 is still stronger than L98. I had 1.6 rockers to make my l98 cam as large as an lt1. I had all the other supporting mods and stealth ram which is similar enough to lt intakes.

My buddys auto 95 z28 with just headers exhaust air intake and tune with 3.73's pulled me every time.

I went 12.9's at 103.8 on slicks with 2800 stall on light drag wheels. He went 12.9 at 106.7 i believe with stock stall and street tires lol. If he had stall and slicks he be a low 12 sec car

 

I agree. The LPE 219 is a well proven cam in modded TPI/SR set-ups.

 

I agree with what's been said above. The LT1 heads do flow somewhat better than the L98 heads, due to the intake port being raised a bit higher(makes for a straighter shot into the cylinders) and having D-port style exhaust ports. But when you combine that along with the LT1 style intake manifold, which flows much better on the top end than the stock TPI intake, the combination of that with the somewhat better head design, both come together to give stock LT1's a fairly good edge over stock L98's. I'm running AFR 190 heads and a Superram intake on my L98. Those upgrades, along with a cam that's much healthier than stock, means I have no trouble wasting a stock LT1.