Turbo Cam specs?

[YesSiR]

I've been doing a little digging for information on Cam's in relation to turbo setups tryin to understand why a particular Lift/duration is better than the other. I'm not the most knowledgeable person in terms of cars by any stretch but i wanna at least have a vague idea of what to expect in terms of getting my engine rebuilt for turbo. I've heard that cars using Cam profiles that were suited for N/A motors usually lose power in the top end due to schavenging issues (may be incorrect about that) so i was tryin to figure out basically what's the major difference in design between a FI cam/NA cams? i've seen the general agreement that CTR/ITR cams or GSR cams are idealy very well suited for a high boost motor but i'd like other opinions/manufacturers that you KNOW to be great additions for a turbo build?

Any input/specs would be greatly apreciated i also need a lil help understanding cam specs as to know what i'm getting in the future i don't like being in the dark about things if i can avoid it

thanks :thumb:

sorry if i sound like too much of a noob.
some recommended reading material would be welcomed too.

[XxRoCkMaNxNEOxX]

the main reason why most of us run ctr/itr or gsr cams is b/c its way lower than all the other aftermarket turbo cams and are very effective.

[YesSiR]

so no one else ha neother input by chance? thanks rockman i figured tht was one of hte major reasons but i was hopin for osme other insight as to these vs. aftermarkets

[dak4.7]

Usually between N/A cams and blower or turbo cams, there's a big difference in centerline/lobe seperation.

Also, a lot of times you'll see boost cams with bigger exhaust lift/duration, but the centerline is the thing that largely determines the powerband. It also seriously affects the sound of the cam, a big blower cam for our trucks might sound pretty tame, yet a cam grind for an all motor setup, with the same or smaller duration and lift, might sound a lot more erratic just due to the big difference in valve overlap.

You can read THIS (http://www.newcovenant.com/speedcrafter/tech/camshaft/1.htm) to get to know all the specs/terminology of cams, but I don't think that article really goes into the difference between all motor grinds vs. blower cams vs. turbo cams.

You can also go HERE (http://www.krcperformance.com/newcontent/cams.html). I know, that's one of the dodge vendors websites and has nothing to do with hondas, but they've got all their cam specs listed on the left side there so you can compare N/A vs. blower vs. turbo cams just by moving your eyes up and down a lil bit, and see what's different between each grind and what it does differently. On this site, the specs on the left are listed as
intake duration/exhaust duration - intake lift/exhaust lift, centerline

[1SLOTEGE]

As far as a daily driver boosted vehicle stock cams are the way to go(usually). A good book to read up on for turbo charging (covers everything from ems, to exhaust layout) is Maximum Boost by Corky Bell. :thumb:

[YesSiR]

man thanks alot ya'll i'll look into all of this to try and get a better understanding of whats going on :thumb:

[spooze]

call alaniz technologies. he is good and can tell you info.

[SecretAgent]

here it is really basic for you. you want the biggest lift and duration you can get while keeping the overlap to a bare minimum on a turbo car. pretty much same goes for an NA car, but the more overlap you have, the more power you will make. downside to that is, the more RPM and compression it will take also.

[YesSiR]

Thanks a lot secret for that base to start off with. the site i was reading never mentioned the compression as a factor for extra overlap but did state that the RPM range required to make that solid power would raise with the extra overlap now i just gotta compare side by side specs for factory ITR cams vs. other cams to get an idea of what to look for life/duration wise in relation to keepin overlap to a low

now to find specs on ITR/CTR/GSR cams....and b16 cam.........

[Sneakin Deacon]

here it is really basic for you. you want the biggest lift and duration you can get while keeping the overlap to a bare minimum on a turbo car. pretty much same goes for an NA car, but the more overlap you have, the more power you will make. downside to that is, the more RPM and compression it will take also.

thats about the least knowledgeable post i have ever seen without being on DSMtalk or something to that effect.

duration, lobe seperation, and intake centerline determine the powerband for the most part.

huge lift is only going to add useless wear on your valvetrain if it is not properly set up for it.

my suggestion, for properly ground cams to utilize your full potential, get in contact with a distributer who has Larry Meaux's software, and if you can provide adequate information regarding your setup, such as combustion chamber sizing, goals for the car, intake/exhaust volumes, and if you have em, flow bench readouts. Larry Meaux has made possibly the end all be all of cam design programs, you may have never heard of Futral Motorsports (they are big in the GM crowd) but its the software he uses. i believe it was used to help design the "Juggernaut" cams, basically its a cam only (and boltons, no nitrous) 99 T/A and it went mid 10's. its quite impressive.