I've been reading all of these threads, from the good to the bad, and still have not come to the conclusion of what and who really is the best at a cam selection. ANY factual help would be greatly appreciated!! Goal is fastest ET, highest HP and this is a track/street toy, so driveability is last on the list.

Specs:
95 Z-28 full weight
1150 Dominator, GMPP Intake/4500 adapter
6.0 iron LQ4 stock bottom, ARP's, Melling
L92 (LS3) heads from 2010 SS
Heads will be milled ~ .080 (Not yet though)
4:10 posi rear/ TH350 3600 stall (will buy 4000 to 4400 if needed)
***No Cam or springs purchased yet***

This is a Sunday driver and track only NOT my work or daily driver. Not worried about idle quality or surging...
I would like some real world input on what cam I should run on this motor???
I have read that a smaller LSA like 108 to 110 works well with carbs, but all of the data is pointing towards 112 to 116?????? HELP!!!!!!!
I am ready to buy a cam, but don't know who or what to go with???
Thanks in advance for any input...

 

Pat G would be able to help you with that.

 

The L92 heads have very different cam requirements than the cathedral port heads. In all honesty there is a lot more hard information about cams in the Generation IV External Engine forum than there is in the carb’d forum. Total speculation on my part, but I would be more worried about matching the cam to the heads and open plenum intake than the carb itself.

 

just a guess off top my head it will be somewhere in the 236/244 110 range

why not try in find some LS2/LQ9 pistons to bump the compression instead of milling so much

 

.080 is alot of metal to remove from oe heads. i never go beyond .030 with any oe ls head.
if your looking for high scr, may make more sense to use milled/ported 5.3 based heads or 243s. and match with cathedral port grind cam
PatG and EPS are known for speccing and grinding proven to work cams based of your combo.

 

I've been watching for flat tops and would love to find some, especially since they are full floating. Also, can you bore up to the 6.2 pistons or is that too big?

I did also post this in the Gen IV Internal section, but got a recomendation that you guys might know how to set it up better...

 

u will need to have 6.0 lq4 machined for the 3.065 bore pistons. it will displace same ci as an ls3, if you alredy have the heads, they can be milled but dont have to mill as much as .080.
you will still need to cut in vr, if you plan on max power. this will lower scr slightly but gives way for larger aggressive lobes cams.
mill the heads along with a thinner head gasket will raise the scr back up. many 5thgen and ls3 c6 owners have alredy broke 500+rw with cam only and supporting bolt ons with stock ls3 heads.

 

I would think if you mill much more than 0.030" intake fitment and port match could be a problem.
I have not worked on enough LS engines to know for sure. Check with some engine builders in here. Why not get a custom grind cam to make the motor think it has more compression. Closing the intake valve sooner helps build cyl pressure. AND again bigger is not always faster. It's about torque to recover from a shift. Torque accelerates, hp makes mph. With the stock weight of your car you need torque.
Aleck

 

I found a set of LS2 flat tops, so I am going to run those and just mill .030, as well as notching the pistons, if needed, after checking.
I have talked to a few guys and you are correct about the cam event giving more dynamic compression, THANKS for the advice!!
Here's a cam I am thinking about: or something close...
.617/.617
238/248 @.050
LSA110

Any input on this cam with car specs listed on 1st post??

 

What about something like this.
http://www.engpwrsys.com/index.php?a...&productId=112

I dont like to pay for cam recommendations.

 

is it just me,,,but isn't that an awful huge difference in duration between intake and exhaust? 239/271

 

I have been getting advice that the LS3 heads like the huge split??????

 

hmm, i guess,,,maybe they are basing it on the intake to exhaust ratio, don't know.
I'd be more concerned about getting the air in,,,just my theory.

 

The split is because of the intake to exhaust ratio. What good is it if you can get air in but not out. Its important in a all motor application. Where as in a forced engine the air gets help being expelled by the intake charge.

 

the air always gets out for the most part...
sorry for thread jackin

 

My buddy at Livernois Motorsports reccomended one for me but it was for efi so I had Comp grind it on a closer LSA, it's; 235/242 @ .050 .603"/.618" on a 110 LSA. I've got a .005" over L92 with slightly worked heads

 

Agreed. I am surprised no one has said anything about the 1150. Seems big. I would do something in the range of 242/258 on a 108. A 108 lobe seperation is a must when talking about acceleration. You would be surprised what 2* of lobe seperation can do in a drag car.

 

I have actually wondered about the 1150, but some guys say that's OK and some are saying too big???

Has anyone ran E85 with the carb setup?
Are they making more power, faster ET?
That's roughly 2/3 more fuel to run E85...correct?

 

I believe it's more like 1/3 more or 30% increase in fuel delivery.
I like your idea.
Subscribed!

 

How much more HP/TQ can you gain with a properly tuned E85 setup?
Has anyone done a direct comparison??