With some help from MADJACK, I am getting a custom ground cam from COMP CAMS for my turbo application.

Its a regrind with the following specs:
Lobe #3304 On Intake And Exhaust!
Intake Duration 200*
Intake Lift .285" (.456" with 1.6 roller rockers)
Exhaust Duration 200*
Exhaust Lift .285" (.456" with 1.6 roller rockers)
Intake Centerline 108* ATDC
Lobe Seperation 111*

This only cost $135 with a supplied core!

DIRT CHEAP!

I will post pics when recieved.

k.......i believe it i well known that a regrind is the way to go for a custom cam.

Mine is a Crane.

111* LSA? You sure?
Otherwise, that's a pretty mild cam. I hope you have a BIG turbo




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Phil, did Comp talk you down to that grind?

I said 3305 on the intake and 3304 on the exhaust. (In:204*/.456" & Exh:200*/.456", stock 112* LSA ) The reason for more intake is to help the turbo spool quicker, since you have a turbo that's a little bit big for your set-up. That design was if you were going to stay with the stock springs.

Since your going with an aftermarket valve train, I would have gone with something a little bigger. Maybe the 3300 & 3302 (210*/.488" & 206*/.488) or 3301 & 3300 (214*/.488" & 210*/.488") depending on what gear your running (bigger cam with the Z24's 3.94:1 differential).

I wouldn't go any closer than 112* on any F/I, nitrous or Computer controlled motor, too much bleed-over of the fresh charge into the exhaust. 111* is just too tight for a boosted motor.

Josh, don't forget, the 2.2/2200 s power band will be approximately 400-500 rpm higher than an equivalent grind on a SBC. Turbos also have a tendency to raise the top end power peak rpm. I wouldn't have trusted the stock 2200 springs to anything more than the grind I recommended above.

I had just read the thread discussing his modified valvetrain, so these specs seemed a little weak in comparison.




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Comp said after they spec-ed it out that there wasnt enough material to get that profile on the lobe.
So thats what they reccomended.

A 16g is a big turbo for the 2200?

I called COMP back and they said the stock lobe seperation is 111* and you cant change that with a re-grind!
How have some of you changed that?
A complete custom grind would be well over $2000 and I know no one has spent that.
I have two cams so i might have a "mild" turbo re-grind hanging around.
Money really isnt a hindrance but 2gs would be, I just want to get whats right for my application.

MadJack, im doing my sbc valvetrain because I want chrome-moly retainers and locks.
I dont want stock material in this engine, except the crank!

So... who's casting the cyl head and block?

-->Slow

lol ok thats stock too sorry

Phil Lindsay wrote:A 16g is a big turbo for the 2200?

No. I'm trying to figure out why your motor is so built up for a very mild cam+turbo combo...?

Why was I thinking stock LSA was 114* ?




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Well, im going to get a custom grind either way it be a regrind or brand new.

What would be good for 18-20 psi out of a 16g (650cfm I believe) hybrid lifters, stronger springs, stronger pushrods, stainless stock dia valves, 1.6 roller rockers?

I had him pull it off the machine till further notice.

OHV notec, what kind of cam do you have?
john?
mad jack?

OHV notec wrote: Why was I thinking stock LSA was 114* ?

Because the '97 & older's LSA is 114*, w/ an Int. C/L of 109*. (Some of Crane's measurements came up with 113* LSA. Wasn't that your's?)

The 2200's were supposed to be 112* & 108*. So either GM isn't grinding and/or assembling the cams very accurately, the lobes are slipping or the measurements are off at the cam companies (or a little of each!).

Phil, I must have misunderstood you as for what turbo you have. A 16G should do well with a symmetrical profile, but more lift and duration should be good. 200* @ 0.050" is mild, You you can do more, if you change the springs (which you are doing of course). If your staying with the stock gears, then 3302/3302 should be fine. (206* @ .050" IN/EX, .488" w/1.6 rockers). If you change gears (IIRC, you have the 4sp) to the 3.91 that comes in the Z24 & LS with the 2.4, then you could go even bigger. If they can't change the lobe centers +/-1* as they say, then you'll have to go with that.

I know, I was supposed to degree the '96-'97 2.2L & the 2200 cam timing notches, but financial difficulties are preventing that for the time being. (I might be able to, if the Ex was paying her child support!)

I'll be looking for a fairly aggressive, yet streetable cam for my turbo DD.

I'm watching this thread,

Phil have you called crane and asked them the same thing? interested to know the price difference and what they say about it?

MadJack wrote:

OHV notec wrote: Why was I thinking stock LSA was 114* ?

Because the '97 & older's LSA is 114*, w/ an Int. C/L of 109*. (Some of Crane's measurements came up with 113* LSA. Wasn't that your's?)

Yeah, mine measured 113*.
I didn't realize the 2200 was only 112*, that's a pretty significant jump (from published 114*) considering the small 2200 exhaust ports.

Phil, my motor currently has the Crane 206* / 0.313" grind in it. Stock 2200 head/valvetrain for now. It's pushing the stock springs a little, but I'm going to be keeping the stock redline for this motor. I doubt a 2200 cam could be reground with that kind of a profile though, the one Madjack just recommended would be better.




fortune cookie say: better a delay than a disaster

***BREAKING NEWS*** notec's steps to a brighter American future:
http://www.j-body.org/forums/read.php?f=36&i=58477&t=58099#58477

Could a cam from the 96-97 engine be used as a base for the 2200? Maybe someone looking for a smaller LSA for an N/A engine might be willing to trade?

-->Slow

slowolej wrote:Could a cam from the 96-97 engine be used as a base for the 2200? Maybe someone looking for a smaller LSA for an N/A engine might be willing to trade?

It is believed the cam sensor timing notches are phased differently (as posted in ny-jbodies' LN2 history, this is what Jack was talking about checking above). If you are just taking the sensor out and running batch fire it might not matter...




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Cam sensor phased differently? Is this something that's been inferred from the article? I distinctly remember that the crank sensor notches are advanced in the later engine but I can't find anything about the cam sensor.

Here's the reference I'm using:
http://www.s10forum.com/forum/f105/2-2-growing-pains-321784/

-->Slow

I'm looking for a tighter LSA. All I need for degreeing a cam is the wheel and a 2200 cam to check against. If someone is willing to send me a cam I'll get a degree wheel from somewhere. I'll verify all the specs for the stock cams. If they check out and you are wanting the wider LSA for a Boost or nitrous cam we can swap. This can be a big "IF"!

Mad jack, by gears are you talking about transmission?
I have the three speed auto .....
Thats my weak link, im just waiting for it to blow then I will get the getrag 5 sp.

I will try to scan my cam card, and post it up.

It is pretty aggressive.

sounds nice, and pulls hard as ballz though.

Of course ayou have to remember the rest of my valvetrain as well.

Phil Lindsay wrote:Mad jack, by gears are you talking about transmission?
I have the three speed auto .....
Thats my weak link, im just waiting for it to blow then I will get the getrag 5 sp.

Yes, transmission. Why do you think the 5-speed is stronger than the 3-speed?




fortune cookie say: better a delay than a disaster

***BREAKING NEWS*** notec's steps to a brighter American future:
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Phil Lindsay wrote:Mad jack, by gears are you talking about transmission?
I have the three speed auto .....
Thats my weak link, im just waiting for it to blow then I will get the getrag 5 sp.

Yes, transmission. Why do you think the 5-speed is stronger than the 3-speed?




fortune cookie say: better a delay than a disaster

***BREAKING NEWS*** notec's steps to a brighter American future:
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Actually the 3 speed will hold up better, but the gearing SUCKS! You only get a 3.18 final drive ratio in it stock. I changed the differential and I now have 3.43 final, but I should have went with the 3.73 final. None the less, I keep a set of shorter tires for track use, so I get an effective equivalent of 3.73 at the track. I can keep some decent gas milage with the gearing I have and a 24.9" tire.

With more gear I would definitely get a hotter cam than what I'm planning on right now. As it is I cruse at 2750 rpm @ 60 MPH. I would be turning about 3200 @ 60 MPH with the 3.73 geared final.

slowolej wrote:Cam sensor phased differently? Is this something that's been inferred from the article? I distinctly remember that the crank sensor notches are advanced in the later engine but I can't find anything about the cam sensor.

Here's the reference I'm using:
http://www.s10forum.com/forum/f105/2-2-growing-pains-321784/

I don't remember the original source, but for years it's been given as the reason the ny-jobdies "secret cam swap" isn't actually possible.




fortune cookie say: better a delay than a disaster

***BREAKING NEWS*** notec's steps to a brighter American future:
http://www.j-body.org/forums/read.php?f=36&i=58477&t=58099#58477