FRiCK

iTrader: (7)

Street car, 6.0 w/ L92's, 6 speed, carb deal in an old school.

1) 224/238 114+4 w/ a dual plane

2) 225/238 113+3 w/ a single plane

Or should I use more cam?

KW Baraka

iTrader: (7)

What are your goals?

What is your compression ratio?

What gears are you running?

KW

FRiCK

iTrader: (7)

Goals are to make as much power as I can within the limits of the setup.. I guess as much cam as a 6.0 with stock L92's wants, while retaining a broad and punchy tq curve with the redline set at 6800. Exhaust is 1st Gen camaro LS swap 7/8"x3" long tubes.

Compression ide like to get to 11.. but it's proving to be difficult being only .001" out of the hole and the head being 70cc's... I'm in search of how much I can knock off these things to get some compression in it.

Gears as of now are 3.08's... haven't decided if I'm going 3.73 or 4.10 yet.

Wasabi

My vote is the Single plane and having a custom cam specked as it's around the same price as the cam your thinking of and made just for your application. You should not decide on gearing till you get the cam to match the combo, then gear the thing.

newschool72

iTrader: (12)

Dual plane with a custom cam with a TIGHT LSA ! Those cams are way too wide for a carb setup. The dual plane intakes for LS3 heads are HUGE and on a 6.0, they will take you as far as your bottom end can stand, AND make gobs more low and mid range TQ than the single plane (which is also HUGE for a 6.0). If you were building a stroker motor, Id say single plane all the way. With your limited cubes, the dual plane will lay waste to the single plane setup.

Tuskyz28

Get a custom cam.... the L92/LS3 heads are VERY PICKY on cam selection. The specs can either make or break the whole combo.

Wasabi

If I had to get a dual plane I'd just use the factory Ls3 or Truck intake and save some money as the RPM band wound be the same. Also read KCS saying something about the dynamics not being all that good with a carb set-up with a dual plane intake* and that it may be better with a 4 hole Throttle body with injectors. On a Vic Jr the bottom end would be a tad soft but having a Custom cam made and a bump in compression 11.0 to 11.5 would be nice if the car is light. Rev's quickly to maybe around 6500 - 6800 with a bump in compression and a 4.11 gear. Sounds good to me. The main thing is: to Not over cam it , give it some lift for a nice tight revving Rpm band.

Cam Technician : Needed.

FRiCK

iTrader: (7)

Both cams and manifolds were suggested by 2 of the "best" cam dudes in the LS community.. still awaiting the 3rd to get back to me.

Rise of the Phoenix

iTrader: (27)

My vote would be for the second combination.

newschool72

iTrader: (12)

I ran a GMPP dual plane and Bullet custom grind for a while in a stock LS3 and it was a beast from right off idle to 7000 rpms. I haven't even seen a "cam guru" test the "LS3" dual plane intake to see what it is capable of. I can tell you from experience that its a whole different animal than a cathedral port dual plane. On a 6.0 -6.2 , it will pull the upper rpms as good as a single plane and make tons more down low. Oh and as for the smaller grind? I agree 1000%.....My little bullet grind had 220-230 at .050 on a 108+4 with a .629 lift on both sides. Buzzed to 7K and would hit the limiter before the trans could change gears. Those big heads will handle the upper RPMs for you. Tune the intake and cam for LOW END TORQUE ! Tune for RPM with a "little LS" and those big heads and you better gear LOW and stall HIGH and give up on cruising. At 3500lbs with 3.42 gears and a 2800 stall, my combo went 11.60s at 119, spinning hard from all that low end grunt!

newschool72

iTrader: (12)

I don't understand why the cam guys have the LSA so wide for a carb build. Every test Ive ever seen that compares OVERALL power, pitting a wider LSA against a tighter LSA showed the tighter LSA making the best power everywhere. The only reason LS engines need the wider spread is so the computer doesn't give fits controlling the idle. That doesn't even come into play in your setup. Do you need to adhere to some sort of emissions standard on a first gen Camaro in CA ? That would be the ONLY sense I could make of the 113-114 cams that are speced in you OP.
I am interested to see what the "other "cam guru has to say. Keep us informed.

Wasabi

So this is what your saying:

http://onthedyno.com/GM-LS-motor/art...jr-vs-rpm-ls2/

Gear accordingly. Also,still give me the single plane:as a future reference for a stroker. I'm not a big fan of TQ and I also understand, that this is what you feel in the seat of your pants but we can gear a vehicle to place the rpm band where it is needed effectively giving you that feeling of pressing someone back in there seats.
All is dependent on what is wanted. Lower or upper: Hp & Tq. Gearing helps to offset this with either combo.

newschool72

iTrader: (12)

Its really all about what you want out of your car. The OP stated that he wants a street car with a wide torque band. He also said he wants about as much power as he can squeeze out of the combo. based on my past experience, The dual plane/ short duration/tight LSA combo has the unique ability to give you both. Can you go quicker with a single plane/ big nasty cam combo? YUP ! But... the price you pay is that first thing the OP stated he was building... a street car. Can you drive a big nasty combo? YUP ! but it gets old pretty fast if you go far on that cruise. I could drive my combo down the highway at 1700 rpms, pulling down 20+ mpg and still show a compromised big cam /single plane setup my tail lights. You can go fast and still have a driver if you play those big port heads right on a stock cube LS.

Wasabi

I understand. How about that same old combo you used, but with a Super Vic Jr and 3.73 gears and around a 32 to 3400 stall. Would this be close to your previous time. This sounds like more fun.

newschool72

iTrader: (12)

Why does it sound like more fun? Bigger numbers in the description? What is a Super Vic jr anyway?

Wasabi

Victor Jr. btw: Super is for the Super Victor my mistake.

Not that the bigger number is better but the point at which peak tq is occurred. You had a 3.42 gear and a 2800 stall. So you would Need TQ with it being 3500 lbs and the gearing chosen. Same combo with a Vic Jr and slightly larger rear gear *3.73-3.91 and more stall 3200 to 3600 @ 3500 lbs. Still sounds reasonable for cruising with a auto 4 spd to me. What are the times then for a guess? I understand he wants all around TQ. But most of the guy's around here could get away with less TQ as you can gear it to think it has that extra 30 foot pounds of TQ. And not having to control a car that Tends to break lose because of that TQ.

Not trying to argue but place options out there.

newschool72

iTrader: (12)

I'm not trying to argue either, but it always seems to be that way when I say something good about a LARGE dual plane intake on a small cube LS3 head setup. I feel like I AM giving the OP an option. It seems everyone else around here only sees single planes/ long cams/deep stalls/deep gears as the only way to set up a car. I think I would see things the same way ....With cath heads. Back before all these high flowing heads hit the market, the only way to make an LS car really go was to over cam it, because the heads didn't flow very well and needed the cam to cram air as a crutch. Well , obviously you have to gear it deep and stall it deeper to use that big cam power, because it didn't come in till 5500 rpms ! With the LS3 heads, there are other options, just like there are other options for a good set of CNC aftermarket cath heads. Too many people didn't see the change in head flow as an opportunity to go a different route AND still make aww inspiring power. So, no, I'm not arguing. I'm just giving the OP options,

Wasabi

True.