Can LS3/821 heads handle this cam?
03-13-2009, 09:12 PM
#2
No, you must include valvesprings in your budget.
Why would you EVER want to run an aftermarket cam thats designed for performance with a stock set of valvesprings? Stock springs are designed to be low stress, low performance, 100k mile reliability on a stock lazy camshaft.
Why would you EVER want to run an aftermarket cam thats designed for performance with a stock set of valvesprings? Stock springs are designed to be low stress, low performance, 100k mile reliability on a stock lazy camshaft.
03-15-2009, 10:56 AM
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No, you must include valvesprings in your budget.
Why would you EVER want to run an aftermarket cam thats designed for performance with a stock set of valvesprings? Stock springs are designed to be low stress, low performance, 100k mile reliability on a stock lazy camshaft.
Why would you EVER want to run an aftermarket cam thats designed for performance with a stock set of valvesprings? Stock springs are designed to be low stress, low performance, 100k mile reliability on a stock lazy camshaft.
http://www.carcraft.com/techarticles...ads/index.html
03-15-2009, 11:18 AM
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The stock LS3 springs were designed to work with up to .570 lift. That .571/.573 setup is pushing it. If you had your heart set on using the LS6 springs, physically check your spring clearances. Best bet is to run a set of aftermarket springs recommended for your specific cam.
There is nothing wrong with GMPP's performance cams either. They are a compromise item designed for the most part to conform with the production rules of the classes they race in, emissions, minimal tuning issues, hellified durability testing and such. Aftermarket cam makers are under no such constraints. Considering this, GMPP parts provide excellent and proven performance gains. Even thier valve springs were designed for long term durability in a performance street vehicle. Consider the pounding the rest of the valvetrain, seats, and valve stems are going to take long term from a triple increase in valve spring pressure and a high lift cam and it becomes rather obvious.
There is nothing wrong with GMPP's performance cams either. They are a compromise item designed for the most part to conform with the production rules of the classes they race in, emissions, minimal tuning issues, hellified durability testing and such. Aftermarket cam makers are under no such constraints. Considering this, GMPP parts provide excellent and proven performance gains. Even thier valve springs were designed for long term durability in a performance street vehicle. Consider the pounding the rest of the valvetrain, seats, and valve stems are going to take long term from a triple increase in valve spring pressure and a high lift cam and it becomes rather obvious.
03-15-2009, 11:33 AM
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The stock LS3 springs were designed to work with up to .570 lift. That .571/.573 setup is pushing it. If you had your heart set on using the LS6 springs, physically check your spring clearances. Best bet is to run a set of aftermarket springs recommended for your specific cam.
I'm will most likely upgrade to the 1218's while I have the chance though, just to be safe.
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03-16-2009, 01:33 PM
#8
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"That camshaft in a normally aspirated engine would be fine with the LS6 valve springs.
Thank you,
Tim Dyer
Lingenfelter Performance Engineering"
So many different opinions on the internet, who do you trust?!
Thank you,
Tim Dyer
Lingenfelter Performance Engineering"
So many different opinions on the internet, who do you trust?!
03-18-2009, 09:18 AM
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Besides, the guys at Lingenfelter know what they're doing. They have been messing with GM tuned port engines since thier inception. You can trust thier recommendations at thier word. The thing to remember is that most of these companies "package" thier performance parts as combos. To get the numbers they advertise, you'll need to go with the recommended combination of parts.
