[christianchevell]

I have been reading the "night fury " post what is it with these kids who think something called a big mutha thumper or something is all that..........LOL It is retarded. The cam I am going with is the best TSP cam they have out the .639/.623 with the redesigned lobes to make more duration and not hit the pistons and I will most likely get it 114 lobe separation to insure it never hits the pistons and the .675 double springs are a must with this cam along with 7.425 push rods. Their site does not accurately show a dyno for this cam as the designer of the website is skiing in Colorado according to them.... SO heres the specs for the next best cam that is below the 639........sure its on a dyno with most likely no accessories and free flowing headers so do the math a stock engine with all the goodies is 426 h.p. this shows what a ls3 gets with out all the h.p. drains which is around 480-490 and it adds the total to 568.5 that means it gains about 80 h.p. from stock as they claim add 426 h.p. plus 80 and you are at 506 h.p. but the math is really not that simple , and that's figuring in I do not know what they have connected to the engine on the dyno...maybe a alternator? And this cam shown on here knowing the loss from drivetrain loss should be over 500 rwhp. As it shows 480-490 plus the difference getting to the 568.5 is lets say 80 h.p. now the difference being safe is 490-426= 64 h.p. from loosing the exhaust and accessories on the dyno... and that equals out to: 568.5 - 64= 504.5 and this is on a dyno...and this is RWHP? is it attached to a trans.....yes must be ........... And must consider parasitic loss from the drivetrain..... And is more powerful than the "Night Fury, Smurf berry, or Double Humper Mutha Bumper....LOL Anyway that's what I figure as they are pretty damn good in Texas and there are so many speed shops there and places that build cars that its the mecca for performance and I think this may be the best cam I have found that's about it........

and stock torque around 400 it shows about 480 on a dyno no accessories or exhaust it goes to 518 netting about 40 with a nicer flatter torque curve, as far as with headers and etc who knows it may gain 60 so figure 460 torque with all accessories. that means to me realistically this second best cam is well above the " fart fury" cam most likely with similar mods and its not the best one they are selling that they say beats this one. Many people look at duration and go oh this one has this amount of duration oh its gonna make a lot of power, well lift also gets the gas and exhaust in and out and depending on the ramping of the cam and how fast it closes a cam with shorter duration can actually make a lot more power than longer duration cam, also LSA lobe separation angle decides a lot of things such as if you search under LSA and find a chart like this one
http://www.compcams.com/Pages/413/ca...ion-angle.aspx

you see what little changes can do...

Effect Of Changes In Cam Timing And Lobe Separation Angle

The following tables illustrate how variations in lobe separation angle and cam
timing will effect the behavior of the engine in which the camshaft is installed.
EFFECTS OF ALTERING CAMSHAFT TIMING
Advancing Retarding Begins Intake Event Sooner Delays Intake Closing Event Open Intake Valve Sooner Keeps Intake Valve Open Later Builds More Low-End Torque Builds More High-RPM Power Decrease Piston-Intake Valve Clearance Increase Piston-Intake Valve Clearance Increase Piston-Exhaust Valve Clearance Decrease Piston-Exhaust Valve Clearance EFFECTS OF CHANGING LOBE SEPERATION ANGLE (LSA)
Tighten (smaller LSA number) Widen (larger LSA number) Moves Torque to Lower RPM Raise Torque to Higher RPM Increases Maximum Torque Reduces Maximum Torque Narrow Power band Broadens Power Band Builds Higher Cylinder Pressure Reduce Maximum Cylinder Pressure Increase Chance of Engine Knock Decrease Chance of Engine Knock Increase Cranking Compression Decrease Cranking Compression Increase Effective Compression Decrease Effective Compression Idle Vacuum is Reduced Idle Vacuum is Increased Idle Quality Suffers Idle Quality Improves Open Valve-Overlap Increases Open Valve-Overlap Decreases Closed Valve-Overlap Increases Closed Valve-Overlap Decreases Natural EGR Effect Increases Natural EGR Effect is Reduced Decreases Piston-to-Valve Clearance Increases Piston-to-Valve Clearance CAMSHAFT GEOGRAPHY AND LOBE FUNCTION
1) Max Lift or Nose 2) Flank 3) Opening Clearance Ramp 4) Closing Clearance Ramp 5) Base Circle 6) Exhaust Opening Timing Figure 7) Exhaust Closing Timing Figure 8) Intake Opening Timing Figure 9) Intake Closing Timing Figure 10) Intake to Exhaust Lobe Separation

Effects Of Changes In Cam Timing And Lobe Separation Angle

The following tables illustrate how variations in lobe separation angle and cam
timing will effect the behavior of the engine in which the camshaft is installed.
EFFECTS OF ALTERING CAMSHAFT TIMING
Advancing Retarding Begins Intake Event Sooner Delays Intake Closing Event Open Intake Valve Sooner Keeps Intake Valve Open Later Builds More Low-End Torque Builds More High-RPM Power Decrease Piston-Intake Valve Clearance Increase Piston-Intake Valve Clearance Increase Piston-Exhaust Valve Clearance Decrease Piston-Exhaust Valve Clearance EFFECTS OF CHANGING LOBE SEPERATION ANGLE (LSA)
Tighten (smaller LSA number) Widen (larger LSA number) Moves Torque to Lower RPM Raise Torque to Higher RPM Increases Maximum Torque Reduces Maximum Torque Narrow Power band Broadens Power Band Builds Higher Cylinder Pressure Reduce Maximum Cylinder Pressure Increase Chance of Engine Knock Decrease Chance of Engine Knock Increase Cranking Compression Decrease Cranking Compression Increase Effective Compression Decrease Effective Compression Idle Vacuum is Reduced Idle Vacuum is Increased Idle Quality Suffers Idle Quality Improves Open Valve-Overlap Increases Open Valve-Overlap Decreases Closed Valve-Overlap Increases Closed Valve-Overlap Decreases Natural EGR Effect Increases Natural EGR Effect is Reduced Decreases Piston-to-Valve Clearance Increases Piston-to-Valve Clearance CAMSHAFT GEOGRAPHY AND LOBE FUNCTION
1) Max Lift or Nose 2) Flank 3) Opening Clearance Ramp 4) Closing Clearance Ramp 5) Base Circle 6) Exhaust Opening Timing Figure 7) Exhaust Closing Timing Figure 8) Intake Opening Timing Figure 9) Intake Closing Timing Figure 10) Intake to Exhaust Lobe Separation


go to the website this copy of the thing did not work good and mixed up the LSA and Timing stuff.......so you see it pays to do your homework and look around and decide for yourself.. As I want more lobe separation angle when I have a cam with so much lift and guts its the best they can make without having to fly cut the reliefs in to the pistons requiring pulling the heads etc....$$$$$ here is the things they say about the most popular cam that is the one below what I am going to buy, and p.s. I found a you tube of some guys idling his Camaro with the >639 cam

Texas Speed LS3 231/236 .644"/613" Camshaft

base price $399.99
item# 25-231236







|Share on emailShare on printMore Sharing ServicesShare

• 

TSP's all new line of LS3 camshafts are a result of months of engine dyno camshaft development using our state of the art Superflow 902 engine dyno. Using a brand new LS3 crate engine we started from scratch to build the most power LS3 camshafts available in the country.

The 231/236 camshaft is a great larger duration camshaft for power applications from 2200rpm+. This camshaft is designed to make more power than the stock camshaft above 2200rpm even with it's larger duration! The 231/236 camshaft uses a tighter lobe separation and extra advance to create awesome across the board power. The result of these changes is a large duration camshaft that makes over 80 peak hp gains with a radical idle. LS3 computers can easily be tuned to drive great with this camshaft with some bucking bellow 1500 rpm. M6 cars or automatic cars with stall converter 2500rpm or larger required. We recommend this camshaft for LS3 or LS2 engines using L92/LS3 rectangle port cylinder heads!

Specs:

231/236 .644"/613" 111 LSA *camshaft is also available in wider LSA

Aggressive intake lobe requires the use of a Precision Race Components EHT Spring Kit! Please specify below if you would like a single-bolt or three-bolt cam!

sure its got