LT-4Play

iTrader: (1)

I've read the other tread about RR cam profiles but my track and driving style is a little differant. What I am looking for is a head and cam package that will run well at Road America, it has three long (over 1/2 mile) straits so high end horsepower is important. But we don't want to kill mid range torque either. So what I am looking for is good torque from 3 to 5k and the horsepower to run strong up to between 6000 - 6500 rpm. I would also need a valvetrain that can handle the task as well. So here is what I have come up with for a package, let's see how I did.

Katech stage II heads, with hollow 2.000 intake and hollow 1.57 exhaust valves. Comp 921 spring's with Ti retainers.

Cams is going to be a little more difficult, I am having a hard time choosing right now.

The FM 13 has the most information out there and I am pretty sure that I can hit 420rwhp and close to 400 rwtq with that cam. It is the safest choice. But is it going to be hard to tune, and are the ramps to agressive?
(230/232) 595/585 112 lsa

The TSP225 seems like it would give me a little more pull up top but there isn't as much information about this cam so it makes me a little leary. Again are the lobes too aggresive? But I would love to have results like this.
225/225 589/589 112 lsa See graph



The last cam is the GMPP "Showroom Stock Cam" I find NO info on this cam except that GM spent a **** load of money developing it just for it to be talked about. No one seems to run this cam, but this is just what it was designed for. Sould I consiter this cam more and how hard would that be to tune? 239/251 570/570 ?

Oh yeah the Z06, I'm looking at has Jet Hot LT, Random Tech cats, Blackwing, and at the same time as the H/C I would do a dual timing chain, blueprinted oil pump, and ported TB. I'm looking to get at least 420 rwhp and over 400rwtq out of this set-up and still be able to get it and drive it to work on nice days.

If I missed a cam that I should consiter or a set of heads that will fit this criteria let me know. Someone throw me a frickin' bone here

Z06er

AFR's they rule. The ETP's are promising too.. Call Tony Mamo.

LT-4Play

iTrader: (1)

I was looking at the Katech heads because they have a lightweight valvetrain that will be easy to spin up to 6500 rpm over and over and not go through valve springs. I'm just hoping that the lopes aren't to agressive for the hollow valves, I'd love to go with 918 springs to keep the weight down but I may have to go with the 921's if the lopes are to steep. That's part of the reason I'm asking.

SouthFL.02.SS

I'm going with a decent Stage 1-2 head (Livernois would be my immediate pick due to recent events, seconded by TEA 1.5 5.3's), with a plain 'ol GMPP ASA cam- low lift, mild lobes, great useable power curve, and it keeps pulling up top. Comp 918's or one of the lighter dual spring setups. Keepin' it simple.
Whatever head choice I go with, mid lift numbers will be more important than .550+ peak flow numbers.

I figure with properly matched heads and bolt-ons (i.e. venturi cone/velocity spike collector long tubes, Fast90 may or may not be worth it on this application), at least 425rwhp will be attainable.

Here's a cam-only graph:

DONAIMIAN

iTrader: (18)

Is that above graph of the ASA cam?

SouthFL.02.SS

yeah.
search under "HUN" .

Edit: "TheHun" search didn't like HUN.

https://ls1tech.com/forums/showthrea...&highlight=asa

SouthFL.02.SS

Oh, LT-4play, LG has lots of experience with the GMPP Cup cam you're talking about. He has to use it to run in his series.
ASA cam is an oval series cam.

LT-4Play

iTrader: (1)

After looking at the tread about the ASA cam I'm curious what other mods he has done to the car. I'm assuming cold air intake and headers, but are the heads stock LS1? Also he says that he made the same amount of RWTQ with the stock cam, I'm guessing that the ASA curve is better but that doesn't really look like it's gaining you MORE torque.

Too Many Choices

Katech_Jason

iTrader: (19)

If you are going with our heads you should get our torquer cam. It has been tested with our heads and lightweight valves on the Optron valvetrain dynamics spin test cell for best results.

STAGE I
Katech "Torquer" camshaft KAT-4074
Excellent street cam with amazing torque gains over stock
Dur: 268/284 (@.004)
Lift: .550/.547
LSA 112
Check out these gains on a stock LS6:

LT-4Play

iTrader: (1)

Katech what kind of gains would you think we could gain with the stage II heads and the torquer cam? On a LS6 that is making 373 rwhp and 376 rwtq with cold air intake and 1 3/4 long tubes, would 400 twtq be in the ballpark? As I said before I was shooting for 420 rwhp and 400 twtq, but the torque is the more important part of that equation. I would guess the torque would be really close but the hp wouldn't make it.

Katech_Jason

iTrader: (19)

Sure, with proper tuning those numbers are attainable IMO.

redmist

Did you look at the area under the curve for a 224/224 .567 lift 110lsa 108 cL. It's incredible. Plus you don't have to beat the crap out your engine RPM wise.
Cam alone with some free flowing exhaust will get you where you want to be, you'll kill everyone out of the corners.
That's my weapon of choice along with some LS6 mild heads.

AU N EGL

6 months after the last post. Any new info ppl like to post??

DavidNJ

What where the .050 durations? Assuming 50 degrees, that would be a 218/234. That setup is loosing 20% of its torque by 6400!

I don't know those heads. However, given that you don't seem t have much in the way of rules, something in the 224-230 intake seems about right. If you are doing it for the track (and don't care about the street affect), most race cams are around 106-108 lsa advanced around 4 degrees. Depending on how the heads flow, I would shovel in all the lift I could get. Something like an LSK or XFI. A solid flat tappet cam for a 350cid, intake restricted oval track car (which runs say 4500-7000, twice a lap) would be 252/256 to 256/260 with maybe .600-.620 lift, 106-108 ;sa and a 104 or so ICL. With 28 degree major intensities, that would be 280/284 on the seat.

Next, generally a smaller exhaust is hotter off the turns and bigger exhaust is hotter at the top. So you will have to make the call here. Remember, exit speed is for the whole straight. However, if this is fender to fender, those last few mph make a big difference in passing. One look at the Canadian GP would illustrate that. If it is not fender to fender, I would focus on coming out of the corners, since that will affect lap time most.

AU N EGL

Ttt

brad8266

iTrader: (23)

back from the grave