Generally a turbo grind has wider lobe centres than stock. This means a smoother idle, less peak torque, and lazier throttle response. In return it tends to produce slightly more top end hp and more AVERAGE torque.
You could theoretically put in a larger turbo grind than your stock EF cam and you should be able to make more hp and still have almost the same idle.
I was thinking of using the crow stage 2, but was unsure if it was suited to turbocharging, i am weighing up weather or not to change cams at this point in time, i have very little lag, and excellent touque althrough the rev range, and i wouldn't want to lose anything, especialy engine response, or increased lag.
at the current moment being an auto from a stand still i nail the car and have approx 1 second before hitting full boost.
If you are still using the std EA cam, going mildly larger than this shouldn't cause any problems. The std cam is so small go a little larger will generally improve performance everywhere.
When I turbocharge my motor I will go a custom cam. I will be aiming for 190-200 degrees @.050" with 480-500" lift on a 114 LSA and I will install it at 110-112 IC. Installing the cam advanced will get back any lost low speed torque.
If you want to use the crow cam they should be able to cut that grind on a wider LSA and advanced for no extra charge. By default all their grinds are 1 degree advance.
Also I should point out that the main reason I want a custom cam is because I will be running stock compression on pump fuel. Spreading the LSA helps lower the octane requirements. Also a lot of today's factory cars run wide LSA's std, LS1=116, Holden efi=116.
Advancing the cam just changes the opening and closing events. What this does is basically move the breathing efficiency around a little. Advance more bottom end, retard more top end.
Nos and blower grinds are like you have said, something is shoving the charge in for you. Turbo grinds tend to be single pattern or larger intake, this is supposed to keep the exhaust gas moving faster and help spool up.
The EA cam is smaller than your cam, EF is around EB XR6.
In the ford workshop manual i have, EA EFI cam has more lift than that of the EB XR6, 6.16mm intake and 5.76 exhaust compared to the 4.0L XR6 reading 6mm intake and 5.76 exhaust. Durations being a lot bigger on the XR6 thou, being 17/63 intake to 65/11 exhaust compared to xr6 being 14/66 intake to exhaust 62/18, which basically tells me that the XR6 has a greater duration on intake but not on exhaust but the valve events occur later, causing more lobe seperation. and slightly more kw's.
Strange how engines differ mm/ff did a test on 5 Ltr V8 and found less duration on exhaust helped turbo spool etc..With specs like 218* @50 inlet and 210 exhaust..This was an Ed Curtis cam.. Which is a custom cam..The heads are aftermarket TFS stg 2...
Don't be afraid to try something new. Remember, amateurs built the Ark...Professionals built the Titanic!
Tuned & maintained by "Peppertree Perfmormance". Dart block, Scat 4340 steel crank, Custom C.P pistons.Oliver rods.. Mal Wood twin plate clutch.. Twin SC61/2's,482 rwkw/ 645 rwhp..
Passengers, myocardial infarction material..
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