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Generation IV Internal Engine
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LY6 street build (mostly)

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Old 04-28-2012, 10:23 PM   #1
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Default LY6 street build (mostly)

I have a 1982 Regal that I am swapping a LY6 into. It has come time in my build where I need to choose a cam. This is my first build so I am not going pretend I know it all, so I am reaching out to my fellow ls1tech'ers,..ies,..oids...(whatever) for some opinions or personal experience.

This be the plan:
1982 Regal
'08 Ly6, stock dished valve relief pistons, vvt removed, (10k motor so I don't have plans to do anything internally
L92 heads stock, I will mill as much as I can safely to bump compression would like to see at least 10:5
LS3 intake, 90mm TB
LT headers, no cats, dual exhaust
4l60e 3200-3600 stall
3.23-3.42 in the back

These be the goals:
100% daily driver
good mpg's
good drive ability
easy life for the valve train
at least 420rwhp/400rwtq

Ok so moving on to the point:
I have narrowed it down to an Eps cam for sure. I have it narrowed down to
a) 222/230 .600 ish lift on a 114 lsa or
b) 226/234 .600 ish lift on a 113 lsa

I actually already put in the order for cam (a), but Geoff gave me a couple days to change my mind.

I know either cam will meet most of my goals. (a) will be a blast around town and perform in the range that i will use the car on a daily basis, but will it let me down at the track when I get that urge to Go Fast! and well (b) i know is going to give more mid to high range, but at what cost to my daily fun.

help me out tech.
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Old 04-28-2012, 10:35 PM   #2
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Sounds close to my stangnant build. Pics?
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Old 04-28-2012, 11:04 PM   #3
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Being as it is a 100% daily driver and mpg is also one criteria I was wondering why you are removing the VVT?
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Old 04-28-2012, 11:10 PM   #4
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Quote:
Originally Posted by Jimbo1367 View Post
Sounds close to my stangnant build. Pics?
no pics worth showing really, but.... whats a thread without pics?

shes not much to look at now, but thats my girl. Body is 99% straight, and after new carpet, headliner, and a shampoo the interior will be in excellent driver condition.

Click the image to open in full size.

This one is just to confirm that my TB and F.E.A.D. are not going to live in harmony.

Click the image to open in full size.

Once I get my cam in I'll measure clearances I'll start the tear down and get the heads cleaned and shaved. but all this is happening on a budget so it will go slooow..

anyways, back to business, any advice on the thread topic?

Last edited by Hy82e; 04-29-2012 at 11:24 PM..
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Old 04-28-2012, 11:36 PM   #5
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Being as it is a 100% daily driver and mpg is also one criteria I was wondering why you are removing the VVT?
I actually thought about this for some time. In the end I just decided it is too new a concept for the ls world, R&D in the aftermarket is still not great (in numbers). At this point in time from what I found in my research, I feel any benefit to be had does not justify the weak link its extra moving parts could create. Hopefully the system keeps improving and by the time i get that itch for change any new development will re-install as easily as this one.
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Old 04-29-2012, 11:23 AM   #6
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Bump, for some help.
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Old 04-29-2012, 12:16 PM   #7
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"In the end I just decided it is too new a concept for the ls world"

Fair enough. I am putting a L92/6L80E into a 1965 Buick Skylark. We have very similar goals. I am going to keep the VVT and go with the Texas Speed VVT-3 camshaft setup. It also comes the software tables for the VVT cam. In fact I am looking hard at the whole TSP package which includes a head exchange with new double springs, valve job, CNC porting, milling, VVT-3 camshaft and all the gaskets etc to change it all out.

I am also looking at the Yank SS3600 torque converter. I had one in my 1989 Trans Am and it drove almost like stock. The new owner of it feels the same way. I think I will also go with gearing in the 3:27 range. I am leaning towards 1 7/8" long tube headers and like you no cats involved. I think I will go with 3" Magnaflow straight through mufflers. Good luck with your project.
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Old 05-01-2012, 09:52 AM   #8
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No input?
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Old 05-01-2012, 10:11 AM   #9
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For your FEAD, there is a simple way to relocate your idler which I outlined here:
L92/LY6 truck to LS3/L76/L99 car intake manifold
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Old 05-01-2012, 11:21 AM   #10
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Thanks Bandit, you just read my mind. That is exactly the same scenerios i keep running in my mind. Lately I have been leaning a little more on the 226/234 cam. I am thinking if I am going to set the motor up for max or at least better compression it will be better to set it up with the larger duration cam. That way if I feel that I would have been happier with a torque monster I can change to the 222/230 cam and not have to worry about pulling the heads and checking the clearance and all that.
But man I hate the idea of doing things twice.
Yeah I have been re-thinking the stall size. I dont actually have the tranny or converter yet. I am thinking max stall will probably be a 3000.

Thanks for the link on the FEAD.
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Old 05-01-2012, 03:21 PM   #11
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Dam'it i just put my order with Eps on hold until next week to sleep on this one some more.
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Old 05-01-2012, 04:54 PM   #12
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LOL. Get an ARP crank bolt so you can reuse it, just in case. Ask around; there are likely plenty of people in the DFW area running cammed LSxs, maybe even a few with LS3/L92 heads; perhaps someone will give you a ride.
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Old 05-01-2012, 05:29 PM   #13
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Yeah, I better look in to a 2 piece front cover haha.
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Old 05-07-2012, 12:04 PM   #14
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any other words of wisdom guys? Trying to commit to one of these buy this Friday.
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Old 05-08-2012, 12:08 PM   #15
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Quote:
Originally Posted by 1989GTA View Post
I am going to keep the VVT and go with the Texas Speed VVT-3 camshaft setup. It also comes the software tables for the VVT cam. In fact I am looking hard at the whole TSP package which includes a head exchange with new double springs, valve job, CNC porting, milling, VVT-3 camshaft and all the gaskets etc to change it all out.

.
If I understand things correctly...... You will need to use TSPs VVT springs vs. the springs that come with the CNC head exchaNGE PACKAGE. TSP might have tyhe option of no springs.
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Old 05-08-2012, 01:01 PM   #16
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Quote:
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If I understand things correctly...... You will need to use TSPs VVT springs vs. the springs that come with the CNC head exchaNGE PACKAGE. TSP might have tyhe option of no springs.
You are right on the need to use the TSP VVT valve springs. From what I have read that is part of the total head/cam/gaskets package. I will be buying it next month and will inquire further with TSP to make sure. I am also thinking about backing down on the camshaft to the VVT-2 version. From what I understand it is in the mid 220's on intake duration.
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Old 05-09-2012, 08:59 AM   #17
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Quote:
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I am also thinking about backing down on the camshaft to the VVT-2 version. From what I understand it is in the mid 220's on intake duration.
Try it out and let "US"(ME) know what ya think of it. I am concidering it too.
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Old 05-09-2012, 12:01 PM   #18
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Quote:
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Try it out and let "US"(ME) know what ya think of it. I am concidering it too.
I am in the parts gathering phase and that depends on my income flow as to how fast that happens. Then on to prepping the car for the swap out. Realistically it will probably be November before I do the change over. From what I have read the L92/LS3 heads to not need a big camshaft to perform well.
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Old 05-10-2012, 09:48 PM   #19
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I'm no expert and I could be way off on this thought as well but what about going with the bigger cam so you can get that top end and toss a truck intake on top. That will fix the TB FEAD issue and I believe more torque for down low/daily driving since it's a truck intake with the longer runners.

I'm sure somebody else with more knowledge than myself will set the record straight if it turns out that my thinking is flawed.

Roach
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Old 05-11-2012, 12:53 PM   #20
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I'm no expert and I could be way off on this thought as well but what about going with the bigger cam so you can get that top end and toss a truck intake on top. That will fix the TB FEAD issue and I believe more torque for down low/daily driving since it's a truck intake with the longer runners.

I'm sure somebody else with more knowledge than myself will set the record straight if it turns out that my thinking is flawed.

Roach
I have not thought of this. Hmmm... In theory it is an excellent idea. I did a google search but could not find any comparisons made in this decade. Hopefully someone with some experiance will chime in. Longer runners do traditionaly increase low end, but man those truck intakes are UGLY, lol.. IMO sorry guys.

As far as I know Fast is not doing any truck square ports, maybe that is saying something about it.

First dumb question of the day, but would advancing the cam slightly equal the same results as the intake swap, or does that approach resolve my powerband goals in general?That would just leave me with street manner concerns.

Nobody is using this cam daily with an auto?
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Old 05-11-2012, 12:53 PM
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