USMC5811

iTrader: (2)

my 408 is currently at the machine shop being built. I'm runninig the CNC'd LS3 heads from TSP and hopefully going with a FAST setup. What cam are you guys running?

Russ K

iTrader: (1)

I have a TSP 418, using a LG G5X3 114 (234/242 .600 .610) I also retarded the ILC to 114 from 110 to shift the power band up a bit. Still more than enough low rpm torque.

Idles nice at 950 rpm, just a slight low rpm/light load surge at 30 mph in 4th gear.

A customer has a 2010 Camaro with a Comp LSR 227/243 cam, Kooks headers & exhaust, Fast 102 intake, stock heads & short block. Very quiet cam, and barely any low rpm/light load surge.

Russ Kemp

2thousand2

Thunder Racing stroker cam

backdraft408

I have a tsp 408 running a comp lsr cam. 239/247 624 624 114. so far has been a great cam that has been Great on the street.

Canada

iTrader: (2)

I went with a 243/255

willyfastz

This is very close to what I would run. Have one with a little less intake duration that makes 530 to the tires in a six speed vette. I think ICL was 111.

Noobinit

iTrader: (1)

I am running the comp cam 239/247 624 624 113 LSA +2 and loving it.

87silverbullet

iTrader: (11)

No matter what anybody is running, get something spec'd. Its not much more than a cam off the shelf and its tailored to your car and combo.

Call Geoff@EPS or get with PatG on here.

Canada

iTrader: (2)

THIS.... I see two cams in here that were originally specd for my 408 (no real facts about my car but more for results they have seen in previous 408's they built) and I went to Pat G for a true custom spec cam for my exact setup instead of a cam that works well in just a 408.

Sales@Tick

iTrader: (3)

I will have a 274/298 .748"/.714" 116+5 in my 408, but that's just me

Seriously though I would look for something in the 243/255 113+3 range. Depending on the valve weight, and weight of the rest of your valve train will really determine what cam profile(lobe intensity) you should use.

I could custom spec you something for the same price as on off the shelf cam(389.99), as our stroker cams are not quite ready to be released yet.

AmishAssassin

iTrader: (2)

Texas Giant, no street manners, let it eat...

USMC5811

iTrader: (2)

What would be equivalant to an MS3 on an LS1 cam specs wise?

Sales@Tick

iTrader: (3)

That's kind of hard to theorize(it's actually not that hard) but since this set-up is using LS3 heads it needs different valve events on the exhaust side to evacuate the cylinder efficiently while using the LS3 heads.

If you were going to be using cathedral port heads and wanted a MS3 equivalent then I'd look for a 247/252 .624/.595 112+3.

For the LS3 heads though I would want something like this: 247/262 .624/.597 112+3(more aggressive idle) or 247/258 .624/.597 113+4(slightly calmer idle but still going to have a good ca-chunka chunk)

batboy

iTrader: (6)

On a 408 with Trick Flow 235 cathedral port heads, how about cam specs of 244/248, .612"/.615" in either 112 or 114 LSA. This would be mainly a weekend cruiser with occasional trips to the drag strip for test and tune. Would it have decent street manners and still have good power?

Sales@Tick

iTrader: (3)

Do you already have this cam? I'm not a big fan of the XER lobes unless your valve train is light and can handle the aggressiveness of those lobes. Aftermarket rockers even though heavier than stock rockers seem to do slightly better with the XER lobes in regards to valve stem tip longevity.

I'd like to see something with a slightly later IVC on a 408, but it would work if you already have it in your possession.

My first suggestion (247/252 .624/.597 112+3) is what I would use in a street 408 that wanted good street manners while still making the most of having those cubic inches. If you wanted something that would last a little longer on the springs and give up a little hp you could do a 246/252 .615/.595 112+3.

batboy

iTrader: (6)

I'm still running a stock cube motor, just trying to plan what to do when I build a stroker.

That cam you mentioned, (247/252 .624/.597 112+3), is that LSL intake lobes and XE exhaust lobes? I'm not familiar with LSL lobes.

Sales@Tick

iTrader: (3)

LSL intake and Extreme RPM exhaust.

batboy

iTrader: (6)

I can't really find much info about the LSL lobes other than supposedly they are quicker off the seat and not as aggressive as the XER lobes. I'm assuming this means the LSL lobes are slightly more stable and a little easier on springs compared to XER lobes, right?

EDIT: I found another source that says LSL are softer off the seat and then get aggressive. Hard to figure this out when I'm reading conflicting info. The LSL seems to be between XER and LSK as far as lift.

Sales@Tick

iTrader: (3)

This is the correct.

batboy

iTrader: (6)

Thanks for the info. I will probably call you when I get closer to building a stroker. We now return to the regularly scheduled thread.