Generation IV Internal Engine - Need help with a new cam for my L92 370

I am currently running my cam that is in my sig. I had Patrick G spec it out for me for autocrossing which i have yet to do and dont think i will actually. I am wanting a cam with less overlap, around 10-12*ish @.050 vs. my 22* now. its a bit nasty and i drive 300+ miles a week. I also want my new cam to pull to 6900-7000rpm. my cam now seems to drop off around 6200ish. I havent dynoed it so its not exactly but i feels like it drops in power up top. I am starting to drag race the car and the cam is not exaclty want i want anymore. Static CR is 11.2.

I have been thinking about a 234/240 114+0. I am not sure where this will peak though so i am also open to opinions as i am by no means an expert. Thanks in advance too.

you could actually go a tic smaller and still make great power,while make it much better to dd,if your interested i getting a custom grind let me know,i got them for $370.00

i will be getting a custom grind for sure and i will keep you in mind :)

The drop off you mentioned is more intake manifold dependent than cam although that certainly has an effect.

I'm very happy with the 234-240 112 +0 cam in my car. I drive it in DC Rush hour and take it on trips, etc. It rolls over nicely on top and doesn't fall on it's face. IT makes 380RWT at 2200RPM and the tip in is just nuts. This is the last dyno run. There have been a few more changes but not to the cam. I've bounced it off the 6800 rev limiter more than a few times.

http://i54.photobucket.com/albums/g93/WKMCD/98vetterichardsgraph13AND19.jpg

Hey, i talked to you a while back about doing this too. remember i have a 370 though and you still think this would be good in my car? i am goning to do a 114 though i think...

EDIT- i bet it would peak a bit higher in my smaller motor too...

The 114 may raise the peak RPM a small amount but at the expense of bottom end. Your compression is right on for the cam you're talking about. It should still let you run 28-29 degrees of timing which is important.

I've got a ported L76 from LS2PORTWORKS going on the car. We'll have to see what that does until an aftermarket comes out.

cool, well thanks for your input as well. i am curious on what a ported intake does for you. i might have to look into that as well. i think am going to order this cam soon i suppose. FWIW i am running 28-29* of timming now and my cam now has a higher DCR than the new one. so i think i will be able to get 30-31 now...

i'm guessing the drop in hp is the intake. that cam should easily pull to 6,800 with a single plane setup or something else capable of pulling air above 6,200 rpm.

cool, well thanks for your input as well. i am curious on what a ported intake does for you. i might have to look into that as well. i think am going to order this cam soon i suppose. FWIW i am running 28-29* of timming now and my cam now has a higher DCR than the new one. so i think i will be able to get 30-31 now...

Ed got 10RWHP and 20RWT with just the ported manifold change on a GTO w/ L92/L76 setup. He also got an unexpected 9RHWP changing out to the Yella Terra Ultralights on a friends 383.

Good luck,

Kevin

Ed got 10RWHP and 20RWT with just the ported manifold change on a GTO w/ L92/L76 setup. He also got an unexpected 9RHWP changing out to the Yella Terra Ultralights on a friends 383.

Good luck,

Kevin


really... you want to PM me a price on what it takes to get the L76 ported?...

i'm guessing the drop in hp is the intake. that cam should easily pull to 6,800 with a single plane setup or something else capable of pulling air above 6,200 rpm.

which cam are you talking about?

I have thought about a single plane, but i drive this on the street more than anything so its not really worth it i dont think.

the cam in your sig...

unless the ported intakes do better at high rpm, it is a waste having such a large cam. you could easily get a bunch more low-midrange power and easier idle, etc etc by switching cams.

I would keep your LSA in the 109*-111* range with your aftermarket piston's, where your PTV is better than a stock piston 364. With a good tuner (The same person that tuned WKMCD's car is who I would recommend) you shouldn't have any surging or drivability problem's even with 25* of overlap @ 0.050" cam timing. Anyway that's my theory on things, I will be testing this theory out with Ed here shortly on a stock bottom LS2.

I would keep your LSA in the 109*-111* range with your aftermarket piston's, where your PTV is better than a stock piston 364. With a good tuner (The same person that tuned WKMCD's car is who I would recommend) you shouldn't have any surging or drivability problem's even with 25* of overlap @ 0.050" cam timing. Anyway that's my theory on things, I will be testing this theory out with Ed here shortly on a stock bottom LS2.

My first cam had 19 degrees of overlap and even after well tuned did not offer the drivability I wanted and we made more RWHP with 6 degrees less overlap. More is not always better.

I realise that Kevin, I was just saying that there is also alot in who tunes the car!! The cam with the 25* of overlap in it is a 403 LS2 w/ETP 225cc heads & FAST 90/90. It was for the red C5 vette that was there at Ed's when this thread first started.

well, first i do all the tuning on my car and the driveability is decent for what it is i guess. FWIW there is no way that there will not be any surging or bucking with 25* in a 6 speed car period.

I am going to try the cam that Kevin basicly has except on a 114+0 and see what it does. i have a feeling that it will be what i am looking for.

230/236,113+0 XER lobes..
7 degrees overlap@.050 lift

230/236,113+0..
7 degrees overlap@.050 lift

I ran that cam on a 112 +2 in my 346 and loved it. Great all around cam. With a 90/90 H/C setup I made 460RWHP. I sold the H/C to a friend and he's making the same numbers in Texas now.

I ran that cam on a 112 +2 in my 346 and loved it. Great all around cam. With a 90/90 H/C setup I made 460RWHP. I sold the H/C to a friend and he's making the same numbers in Texas now.kickass numbers for a 346!
i think the VEs of the 113+0 would work better with the L92s..with those big 2.16 intake valves,you need to keep overlap down,especially on smaller cube motors..

or how about this one...
226/230-114+0 XER lobes
0 degrees overlap @.050

well, thanks for the input guys. i am getting a lot of ideas. kinda thinking about the 230/236 on a 113+0 or 114+0 now. what defines where a cam will peak at?

mainly duration and lsa. the intake is somewhat involved, ie single plane vs. crossover style..

I think if I were going to change the cam in my car it might be something like a 228/240 with a nice lazy intake lobe and an XE-R on the exhaust. Might even go with Cammotion lobes. Probably still on a 112 +0.

For what it's worth.

now why would you want such a lazy intake lobe? because of the huge intake valve or weight of it?

now why would you want such a lazy intake lobe? because of the huge intake valve or weight of it?

Thats most of it.

you want to get your VEs set up to work with your rpm goals,and just as important,your engine..the LSA is a byproduct of the correct VEs..
and the L92s like different VEs than LS1/2/6 heads...
if i were you,i would ask one of the vendors that have experience with L92 combos..i was just throwing out specs that i think would work,but i'm a novice at best..i will say that bigger is not better when it comes to these heads..Rick@Synergy has had excellent results on 6.0 motors with smaller cams....

Thats most of it.
or talk to Ed,he'll set you up...

I think if I were going to change the cam in my car it might be something like a 228/240 with a nice lazy intake lobe and an XE-R on the exhaust. Might even go with Cammotion lobes. Probably still on a 112 +0.

For what it's worth.something like this?
228/.571
232/.595
113+0

now why would you want such a lazy intake lobe? because of the huge intake valve or weight of it?

Let the runner velocity build a little better throughout the lift.

or talk to Ed,he'll set you up...

I make pretty good numbers with the cam that I selected.

well, first i do all the tuning on my car and the driveability is decent for what it is i guess. FWIW there is no way that there will not be any surging or bucking with 25* in a 6 speed car period.

Well I'm here to tell you Ed has that car running as a DD without any surging or bucking. Runs great in town and out on the highway. It is in a 1999 Vette with a M6 for a tranny and still has the stock gear set in it. It wasn't easy for Ed, I know that he had to mess with it for quite a while to get things right.

I make pretty good numbers with the cam that I selected.those are killer numbers your making for a mild cam..i followed your thread last yr..but wouldn't the OP want something a little smaller,since he's running a 370ci?
looking forward to seeing what that ported intake does for you..

those are killer numbers your making for a mild cam..i followed your thread last yr..but wouldn't the OP want something a little smaller,since he's running a 370ci?
looking forward to seeing what that ported intake does for you..

yes i am thinking that as well. but remember i am wanting to shift at 6900-7000. so wouldnt the same cam peak a little higher in a smaller motor?

Kevin-
i always thought that i read that lazy lobes werent really as driveable or make as much power under the curve. because a lazy lobe has a much higher advertised dur since it has to open/close slower right? so you would get more overlap @.006" but have the same @.050" and wouldnt that hurt how fast the air is moving in the intake runner? sorry about all the ?'s but i do thank you guys for all your input and suggestions.