Generation IV Internal Engine - Has anyone ran a 224/228 on a L92?

I'm in the middle of swapping out my LS2 for a complete L92 in my 07 trailblazer SS. Has anyone ran the 224/228 581/588 114 on a 6.2 set up or 6.0 with L92/LS3 heads? I know it's not the "best" cam to go with, but I'm just looking for a good street manner cam. I figure this cam is mild enough that I can DD it. Also because I already own it lol. Should I go with double springs or will the PAC 1218s be enough? Other mods will be the typical bolt ons, UD, Kooks, CAI, and debating between 2800-3200 stall.

Should I mill the heads? I know compression is around 10.5:1 stock on the L92 vs my 11:1 on the LS2. Thanks.

I'm running an LS2 / LS3 heads, stock torque converter with the following cam:

EPS 222/226 597/605 115+3 LSA

The car idles 600 rpm and no break push at all.

A good tune and I think your fine with that cam.

I'm running an LS2 / LS3 heads, stock torque converter with the following cam:

EPS 222/226 597/605 115+3 LSA

The car idles 600 rpm and no break push at all.

A good tune and I think your fine with that cam.
Did you do any work to the heads? Any milling? What head gaskets are you running? Thanks for the information.

You need more duration on the exhaust side to compliment the good intake flow numbers. So after talking to compcams for about a month last year they showed me the kinda cam rectangular ports like. Just my .2.

So more like a 220/228? Or 218/226?

You can go bigger bud, they said you need at least 10* more on the duration side.

What are your goals?
What are you looking for in a cam? Ie chop? For street, strip?

You can go bigger bud, they said you need at least 10* more on the duration side.

What are your goals?
What are you looking for in a cam? Ie chop? For street, strip?

Im looking for a good driver and possibly 420-430rwhp. It'll be 95%street use. Would like the power band to be in the lower RPMs since I wont be taking it to 6k+ often. According to Texas speed, they said I can accomplish that with that cam.

I have the same goals for the engine as you and Pat G spec'd me that cam for my 383. Obviously our motors have some differences, I think it would be worth the $25 to Pat G in your case.

Or just call Comp!

No need to pay someone IMHO when the people designing the cams know what they are doing. Cut the middle man out and go straight to the source. You can easily get more hp and tq and still be driveable bud. Just give them a call and ask for Gabe Gray he took care of me last year trying to spec out a cam for my 416.

Or just call Comp!

No need to pay someone IMHO when the people designing the cams know what they are doing. Cut the middle man out and go straight to the source. You can easily get more hp and tq and still be driveable bud. Just give them a call and ask for Gabe Gray he took care of me last year trying to spec out a cam for my 416.

I agree on that point, since its hard to believe these cam experts when one month they're pushing certain specs. The next month, it's completely different.

That's why I was asking if someone has run a similar combo and what the results were. I guess I might have to test it out and see the results. Speaking with comp(forgot who I spoke with) and also with Texas speed. They said that cam isn't "ideal" for that combo, but since I have it just stick it in there and run it. Their own words were "an ideal can for that combo and what you're looking for will maybe pick you up an additional 5-8rwhp".

Based on that statement part of me wants to do it. The other part of me is wondering will I regret it?

Lol we've been there and I always end up regretting it lol.

If you want to keep the same characteristics and close to the same DCR go with a 224/232 or 234 on the exhaust.

Or something like 226/234

Lol we've been there and I always end up regretting it lol.
Yea what the hell it's only money right?
If you want to keep the same characteristics and close to the same DCR go with a 224/232 or 234 on the exhaust.

Or something like 226/234
In thinking more like 222/228, 220/228 higher lift like in the .600 lift range and on a 115/116 LSA. I want a tame beast.

In thinking more like 222/228, 220/228 higher lift like in the .600 lift range and on a 115/116 LSA. I want a tame beast.

If you want real tame, a 219/231 would work real well. Watch out for .600+ lift, you're going to need good springs and would have to change those every 20-30k miles.

Match the springs to the cam, then make sure the install height is good.

Of you want a tame "beast" look at the LPE GT-11 with that most can hold off on a converter lol. Again get the springs that were meant for the particular cam you get.

Yea what the hell it's only money right? I want a tame beast.

Lol I know, but I used to end up paying twice cause my dumbass regretted going a certain route and should of gone in another way.

If you want real tame, a 219/231 would work real well. Watch out for .600+ lift, you're going to need good springs and would have to change those every 20-30k miles.
Yea that's why I wouldn't mind running my current cam.
Match the springs to the cam, then make sure the install height is good.

Of you want a tame "beast" look at the LPE GT-11 with that most can hold off on a converter lol. Again get the springs that were meant for the particular cam you get.
Yea that cam looks good but too high lift for my daily driver needs.
Lol I know, but I used to end up paying twice cause my dumbass regretted going a certain route and should of gone in another way.
Been there done that with too many of my current projects. I will be doing the same with this one as well :mad:

It's not the lift that you should be worried about as much as the LSA's lol it's a 118 so it will be smooth with no bucking and hardly a chop making it Tame, But it should still be a beast with the lift and making power. Just my .2 bud that's all we're just brain storming right? Lol

It's not the lift that you should be worried about as much as the LSA's lol it's a 118 so it will be smooth with no bucking and hardly a chop making it Tame, But it should still be a beast with the lift and making power. Just my .2 bud that's all we're just brain storming right? Lol

True. Doing some digging up on that cam and yea you're right. Hmm Does sound interesting. I guess a call to LPE. I need to order a set of there CNC LSA heads for another project.

i'll be running a 226/231 .600.602 114. we'll see how it does in a few weeks. what do you guys think?

I just picked up 2 more cams. One is an LS9 cam the other is a Cheatr cam. What's the opinions on the Cheatr? 214/230 .601/.578 117 LSA?
The LS9 is very similar but smaller 211/230 562/.558 122.5

The ls9 cam is setup for a blower, offering little to no overlap or even negative. This will drive your dynamic compression ratio up. I would strongly suggest a custom cam from EPS. He has awesome cams for rectangle port heads from mild to wild.

The ls9 cam is setup for a blower, offering little to no overlap or even negative. This will drive your dynamic compression ratio up. I would strongly suggest a custom cam from EPS. He has awesome cams for rectangle port heads from mild to wild.

It's not a huge power monster but it does give some improvement. Plus if I boost it's already in there.
http://www.performancetrucks.net/forums/gmt-900-trucks-188/ls9-cam-results-dang-490303/

True. But I think a call to Geoff@eps is worth it.

I have the 224/228 you mentioned on L92 heads...........and well.

Change your cam.

I'll just leave it at that.

As a side note Anyone know how much duration one can use on .030 milled L92 without smacking the top of the piston?

It's not the lift really that you should be concerned with, it's more of the LSA really. What cam are you looking at? What's your setup?

I have the 224/228 you mentioned on L92 heads...........and well.

Change your cam.

I'll just leave it at that.

As a side note Anyone know how much duration one can use on .030 milled L92 without smacking the top of the piston?

huh? looking at your sig, you got a fast gto. is it on another motor?

i did alot of research before i decided on a cam for my lq9 with ls3 heads so i looked for 6.0s with l92/ls3 heads.

i saw pat g customer have great succes with a comp lsr 223 231 610 617 113+4 cam make 460/446 in a ls2/l92s vette.

some fella with a lq4/l92s with eps 226-234 598 600 113+4 cam make 466/440.

another fella with ls2/ls3s with eps 226-234 113+4 cam make 457/433 in a t/a.

spinmonster on corvette forum with ls2/ls3s with comp 230-234 612 598 114+4 make 471/? in a vette (duh...corvette forum). also recommend 228-232 588 595 114+4 for automatics make 465/?. spinmonster stands by his dyno and dd testing.

have read the katech torquer with 224 236 forgot lift and lsa is very good dd.

me personally, the 223-231 combo seemed great for what like you are looking for but i felt it would be too torquey and me being in a truck with light rear i figured i have too much traction issues. so i went with a comp 228 232 588 595 114+4 to move up my power band a little. i already had the same cam but on a 111 on my prior lq4 with 243s and loved the powerband so figure i will be where i want to be at.

one thing to notice is with the exception of the katech torquer all cams i mentioned have a 4 to 8 degree split. now spinmonster recommends porting the exhaust ports and bowls ONLY of the heads and i did do that myself.

i personally believe your 224-228 or the cheater cam will work well. cheaper to go with what you got but to each their own and i respect everyone's opinion.

EPS spec'd me a 230/242 .606 .600 114 for my 6.0 with ls3 heads.

He told me he has that cam in ls3 5th gen's making 500 to the wheels. Cam only...

That's a nice cam he specd you out bud!

EPS spec'd me a 230/242 .606 .600 114 for my 6.0 with ls3 heads.

He told me he has that cam in ls3 5th gen's making 500 to the wheels. Cam only...

no P2V issues with a cam that big?

Not in my engine. I have wiseco's with valve reliefs. But he said the 5th gen's were cam only . There is not a whole lot of duration on the exhaust and the lsa is pretty wide.

I have the 224/228 you mentioned on L92 heads...........and well.

Change your cam.

I'll just leave it at that.

As a side note Anyone know how much duration one can use on .030 milled L92 without smacking the top of the piston?

What vehicle do you have this combo on?

It's not the lift really that you should be concerned with, it's more of the LSA really. What cam are you looking at? What's your setup?


I agree about the lift. I have the LS3 heads milled .030 with the 224/228 mentioned.

Basically what would anyone call "the best cam" for such a setup with comfortable PTV. The car has 70K on the clock and is driven every day, I mean EVERY DAY. So every choice I've made with it keeps that in mind.

I'm considering the 223/231 610 617 cam. Don't really know if it is worth changing though.

huh? looking at your sig, you got a fast gto. is it on another motor?



No it's the one in my GTO. The time in my sig was a nitrous pass on the 243's.

My best on motor with 243's was 11.90
My best on motor with L92's is 11.82

Like I said probably I am not the guy one should take advice from on this swap, it just hasn't been worth the $$$ or trouble to this point.

I know there are a handful of guys running 11.2 and 11.3 with this setup, they are the exception not the rule. I've run my car down the track probably 300 times and IMO my rectangle ports are not exactly kicking the shit out of my box stock 243's.

FWIW we did the same swap on an 06 GTO with the 223/231 cam, That car went 11.77. You can count all the goats breaking 11.70 with this setup on one hand.

The swap makes sense (for example I like that I can use the LS3 injector now, which is a nice upgrade over the LS2) and it is cost effective, I'm just convinced the rectangle ports need the 6.2L do really do their thing. And that the dyno numbers for some reason don't always carry to the track. Again the whole thing is like pin the tail on donkey, one builder will tell you you need 10 degress of split, another will tell you that zero split will work, one will tell you valve shrouding is a problem and the next will say not to worry. For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.

Again, just my .02.

For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.

Again, just my .02.

it's mostly in the tune.

No it's the one in my GTO. The time in my sig was a nitrous pass on the 243's.

My best on motor with 243's was 11.90
My best on motor with L92's is 11.82

Like I said probably I am not the guy one should take advice from on this swap, it just hasn't been worth the $$$ or trouble to this point.

I know there are a handful of guys running 11.2 and 11.3 with this setup, they are the exception not the rule. I've run my car down the track probably 300 times and IMO my rectangle ports are not exactly kicking the shit out of my box stock 243's.

FWIW we did the same swap on an 06 GTO with the 223/231 cam, That car went 11.77. You can count all the goats breaking 11.70 with this setup on one hand.

The swap makes sense (for example I like that I can use the LS3 injector now, which is a nice upgrade over the LS2) and it is cost effective, I'm just convinced the rectangle ports need the 6.2L do really do their thing. And that the dyno numbers for some reason don't always carry to the track. Again the whole thing is like pin the tail on donkey, one builder will tell you you need 10 degress of split, another will tell you that zero split will work, one will tell you valve shrouding is a problem and the next will say not to worry. For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.

Again, just my .02.

Well I kinda made up my mind about what cam to run. It's almost the same cam that I have I just purchased Livernois Motorsports Stage 1 L92.
224/230 .581/.590 114 I'll see how it goes. Waiting on PRC springs to arrive to send heads out to get milled (0.20 or 0.30) with stock LS3 gaskets. Also will be installing LS3 int valves.