LS3 cams..
01-10-2008, 10:25 PM
#1
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LS3 cams.. What kinds of cams are going into the LS3's? How much lift can you fit without flycutting? What are you guys using for the cam gear? How are the stock oil pumps? Thanks.
01-21-2008, 07:23 PM
#3
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Here you go.
Dyno 480 hp L92
The GM Performance Parts engineers picked the LS Hot Cam (p/n 12617570) to take the LS3 to the next level. This cam specs out with .525-inch intake and exhaust valve lift. Duration (@ .050 inches) is 219° intake and 228° exhaust. This cam allows for a dramatic increase in power across the power band while still maintaining good street manners. The engine will idle and cruise just like an LS3, but the power increase is there whenever you need
http://www.gmperformanceparts.com/Parts/results.jsp
Dyno 480 hp L92
The GM Performance Parts engineers picked the LS Hot Cam (p/n 12617570) to take the LS3 to the next level. This cam specs out with .525-inch intake and exhaust valve lift. Duration (@ .050 inches) is 219° intake and 228° exhaust. This cam allows for a dramatic increase in power across the power band while still maintaining good street manners. The engine will idle and cruise just like an LS3, but the power increase is there whenever you need
http://www.gmperformanceparts.com/Parts/results.jsp
01-21-2008, 07:36 PM
#5
Here you go.
Dyno 480 hp L92
The GM Performance Parts engineers picked the LS Hot Cam (p/n 12617570) to take the LS3 to the next level. This cam specs out with .525-inch intake and exhaust valve lift. Duration (@ .050 inches) is 219° intake and 228° exhaust. This cam allows for a dramatic increase in power across the power band while still maintaining good street manners. The engine will idle and cruise just like an LS3, but the power increase is there whenever you need
http://www.gmperformanceparts.com/Parts/results.jsp
Dyno 480 hp L92
The GM Performance Parts engineers picked the LS Hot Cam (p/n 12617570) to take the LS3 to the next level. This cam specs out with .525-inch intake and exhaust valve lift. Duration (@ .050 inches) is 219° intake and 228° exhaust. This cam allows for a dramatic increase in power across the power band while still maintaining good street manners. The engine will idle and cruise just like an LS3, but the power increase is there whenever you need
http://www.gmperformanceparts.com/Parts/results.jsp
01-23-2008, 07:04 PM
#6
LG has some grinds that are kicking out close to 500 rwhp in vettes with untouched heads. They don't publish specs, but they have never been one to use small cams. 
Cartek has had some good results with 22X sized cams too.
Lift is rarely the issue in determining whether you will smack a piston. It is duration related. Probably the most common risk is hitting the piston at intake valve open. The bigger the duration, the earlier the IVO if a reasonable IVC is to be maintained.
Cartek has had some good results with 22X sized cams too.Lift is rarely the issue in determining whether you will smack a piston. It is duration related. Probably the most common risk is hitting the piston at intake valve open. The bigger the duration, the earlier the IVO if a reasonable IVC is to be maintained.
My car made 507/458 on stock heads, and we had another roll through here ~ 501/47x, and another ~ 495/460. Those are the 3 most recent I can recall. Trending Topics
01-26-2008, 06:30 PM
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Louis, have you spec'd cams for L92's and a single plane intake? I want to make power a little higher than 6300. I am planning a forged stock cube higher SCR LS3, with a single plane, on E85.
01-26-2008, 06:55 PM
#9
But if you run a single plane intake, they will want an even earlier intake valve open and close, plus a later EVO/EVC. This will usually mean a little narrower LSA and about a 4 degree earlier IVC than what works best on an EFI manifold.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
01-26-2008, 10:18 PM
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The LS3s seem to respond with a little earlier intake valve closing point than cathedral port LS2s like, they also like a little earlier exhaust valve opening point. The net result is typically a small intake lobe, a generous split to the exhaust, and a little bit wider LSA.
But if you run a single plane intake, they will want an even earlier intake valve open and close, plus a later EVO/EVC. This will usually mean a little narrower LSA and about a 4 degree earlier IVC than what works best on an EFI manifold.
But if you run a single plane intake, they will want an even earlier intake valve open and close, plus a later EVO/EVC. This will usually mean a little narrower LSA and about a 4 degree earlier IVC than what works best on an EFI manifold.
Cheers
01-27-2008, 07:35 PM
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The LS3s seem to respond with a little earlier intake valve closing point than cathedral port LS2s like, they also like a little earlier exhaust valve opening point. The net result is typically a small intake lobe, a generous split to the exhaust, and a little bit wider LSA.
But if you run a single plane intake, they will want an even earlier intake valve open and close, plus a later EVO/EVC. This will usually mean a little narrower LSA and about a 4 degree earlier IVC than what works best on an EFI manifold.
But if you run a single plane intake, they will want an even earlier intake valve open and close, plus a later EVO/EVC. This will usually mean a little narrower LSA and about a 4 degree earlier IVC than what works best on an EFI manifold.
