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The Single Plane/Carbureted LS Engine Camshaft Thread

 
Old 12-20-2017, 01:08 PM
  #101  
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Originally Posted by One eyed Gator View Post
Great thread LS1 tech has been a great help.
Looking for a cam for a stock 6.0 LQ4 unport 706 heads with spring ungrade.
I run this motor on an airboat so a little differnt then normal as the prop and gearbox are the limiting factor. Takes around 2500 to get on plane and the prop limits motor to about 5400-5800.
Going to use the bigger valves from 317 head in the 706's, dual plane intake and a 750 Holley DP with annular boosters. Low vacuum is not a concern and needs to be able to idle around 750 to be able to dock it.

Any comments would be greatly apperciated.

I have an NIB ASA Cam and BTR springs. Kind of like this setup but wondering what else you might recommend.
For your boat, I would make a custom camshaft with these specs:
218/226 duration @.050" lobe lift with a 111 degree lobe separation angle and about .595" lift.

This camshaft will give you great torque to get up on a plane and make peak power at about 5800 RPM.
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Old 12-21-2017, 09:07 AM
  #102  
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Cam Motions thank you for the recommendation.

Would this swap have any issues with stock PTV clearance?

You did a cam for a buddy Randy Howard with almost the same specs. Will be giving you a call after Christmas.

Love this forum.
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Old 12-21-2017, 09:26 AM
  #103  
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Originally Posted by One eyed Gator View Post
Cam Motions thank you for the recommendation.

Would this swap have any issues with stock PTV clearance?

You did a cam for a buddy Randy Howard with almost the same specs. Will be giving you a call after Christmas.

Love this forum.
This camshaft will have ample valve clearance. In fact, you could mill the heads up to .030" and still have safe piston to valve clearance with this camshaft.
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Old 02-25-2018, 05:57 PM
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Default Thoughts on a 233/233 111 LSA.

Hi guys.

We we are very close to putting my ls2 together. I have a 233/233 111 LSA cam, double valve springs, hardened pushrods , victor Jnr intake, Quckfuel 750dp, 1-7/8" headers into a twin 3" system. Th350, 3000 converter and 9 inch true trac. My question is, what sort of power and torque range could I expect to see wth this set up? My builder is suggesting that maybe we should go a bit bigger on the cam, to avoid potential disappointment, but I'm not convinced it's necessary.
This will primarily be a street car, with an occasional run down the strip. (Perhaps look to compete in Drag Challenge, Australia's version of Drag Week).

Thanks.
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Old 02-26-2018, 08:44 AM
  #105  
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Originally Posted by Nikolai J View Post
Hi guys.

We we are very close to putting my ls2 together. I have a 233/233 111 LSA cam, double valve springs, hardened pushrods , victor Jnr intake, Quckfuel 750dp, 1-7/8" headers into a twin 3" system. Th350, 3000 converter and 9 inch true trac. My question is, what sort of power and torque range could I expect to see wth this set up? My builder is suggesting that maybe we should go a bit bigger on the cam, to avoid potential disappointment, but I'm not convinced it's necessary.
This will primarily be a street car, with an occasional run down the strip. (Perhaps look to compete in Drag Challenge, Australia's version of Drag Week).

Thanks.
Should make around 400 or so rwhp.
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Old 02-26-2018, 02:18 PM
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Originally Posted by speedtigger View Post
Should make around 400 or so rwhp.
thanks
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Old 11-11-2018, 01:54 PM
  #107  
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Default My build plans. Your opinions welcome

Putting together a carb'd LS1 powered budget bracket car. Car is a 93 LX hatch foxbody. Motor is a LS1 with PRC 2.5 5.3 heads from a 04 GTO that I got from a friend in a trade. Plans for the motor are to pull the heads and have them milled to 56cc, flycut the pistons and then disassemble everything for cleanup and new rings and bearings. With the milling and flycutting and the addition of some cometic .040 head gaskets I figured my static compression will be 11.8-12 to 1 range and the cam I had spec'd from cam motion is part# XA236/370-XA246-360-10+4 which specs out as a 236/246 on a 110+4 with .629/.612 lift, which puts my dynamic compression at 9.02 to 1 which is on the ragged edge of safe for pump gas from what I've read. Intake is a Vic. Jr. and carb is a 750 mighty demon that a carb guru friend is going to dial in for me. Trans is a FTI level 3 glide with brake and converter is a turbo action 5300 stall pro series. Car currently has 3.73 gears and 26 inch slicks for now, I wanna put it on 28s and either a 4.30 or 4.56 gear but that will have to wait for now until my budget allows the change. Ignition control will come from a MSD 6014 and for the rest of the valvetrain I have BTR springs with titanium retainers, BTR SLR lifters, and yella terra 1.7r roller rockers. I'm thinking it should go mid 10s with everything working as it should. Let me know what you all think and any suggestions you might have.
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Old 11-12-2018, 10:59 AM
  #108  
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That compression is up there for sure, but you might be okay. With a stall that high, it will allow you to get the RPMs up which will work in your favor for avoiding pre-ignition ("detonation").
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Old 11-14-2018, 10:14 PM
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Havent had the heads milled yet, I can take less off, just trying to get the most out of the combo.
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Old 11-14-2018, 10:19 PM
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Also I was slightly off in my calculation. If I go 56cc it puts my static at 11.82:1 and dynamic at 8.89:1
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Old 12-22-2018, 02:49 PM
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Question....would a early IVO have anything to do with shift recovery and the lack thereof?
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Old 12-26-2018, 01:21 PM
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Originally Posted by HighspeedLean View Post
Question....would a early IVO have anything to do with shift recovery and the lack thereof?
All 4 valve events will have an effect on the powerband of an engine. And, like all valve events, the IVO (intake valve open) can be too early or too late for a given engine combination. Torque converters and/or gear ratios also play a role in shift recovery. If a combination has a poor shift recovery, it is important to look at the whole combination. With that said, you can certainly have too early of an IVO. If you have have a specific combination that you are working on and would like to discuss the camshaft, you are welcome to email me to discuss a potential solution: [email protected]
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