Jason 98 TA

iTrader: (4)

I thought it might be a good idea to go ahead & post just a little bit of the data we've compiled from testing camshafts in our LS3 engine dyno mule. For this test we ran our 229/236 LS3 camshaft with TSP intake lobe & XFI exhaust lobe using different amounts of advance & two different lobe seperations. These tests were done same day back to back of each other in hopes of shining some light on what LSA & ICL does on a LS3 based engine. We have data from other size camshafts doing the same basic changes, but this test was just completed last week so I thought I'd go ahead & post this up.

These two camshafts were identical other than LSA & the cams ICL was verified for every test. This is probably the best side by side comparison to date that allows guys to see up close exactly what the different LSA's & ICL's do to the power curve on a LS3 engine.

This is the kind of data that we're working hard to put together for our customers. Anyone who doesn't like the results please don't shoot the messenger, all I did was install the cam & hold the throttle down!



Differences Graph Based on RPM

Patrick G

iTrader: (14)

Good info. Confirms what we've been seeing on the chassis dyno for several years. The L92/LS3 heads don't like a lot of overlap which is why your average numbers were stronger with the 113LSA. They also respond to an earlier exhaust valve opening and earlier close (which reduced your pumping losses) which is why the +4 advance didn't hurt you as bad on the top-end as much as it helped in the low and mid-range. For a top-end oriented setup, this also shows how the L92/LS3 heads like a later intake valve opening and close.

This illustrates why it is crazy for people to disable their VVT setup on their L92s. The L92 really responds with an advanced cam at lower rpm and a retarded cam at higher rpm. Anyone who disables VVT and locks the sprocket at a set ICL is missing out on more power under the curve. Again, great tests results.

SLOC5LS6

Good insight

Fbodyjunkie06

iTrader: (10)

Jason is there any other way you can post those graphs in a different format, I love that you guys are doing all this testing I just can't really see the minute differences because the different colors lines all seem to be in the same spots but I can clearly see how the 113 held mid range tq. longest on average in your tests I just can't see the other lines and how they correspond to the x axis.

Jason 98 TA

iTrader: (4)

I definitely agree with the VVT that feature is going to be bad ace in the A6 L99 applications!!

We're talking very small differences that before now people had to just speculate about. I have tons of data from different amounts of duration on the exhaust side. This exhaust duration is my favorite for this specific intake lobe.

VINCE

iTrader: (1)

Thanks for the comparison!! This is good information.

sinisterC4

How is VVT going to like boost? Good cam make nice torque down low while mataining good upper RPM

Patrick G

iTrader: (14)

The beauty of variable valve timing is that you can advance or retard the cam to optimize the boost map of the blower. A big turbo may need a cam with a lot of advance off idle for a quick spool, then retarding itself when in boost to reduce dynamic compression and extend the rpm range. It's an ideal situation really. Sorry for the hijack Jason.

venom ws7

iTrader: (13)

Great info in this thread thanks Jason and TSP For the hard work.
Thanks Pat.

pillagenburn

iTrader: (2)

wait I'm confused.... so what is the 'baseline' in your first chart? Is that a completely different (stock) cam? or just the same cam with different LSA?

Only reason I'm really curious is because I just finished putting a LY6 into my 94 Firebird Formula and even un-tuned with bigger 33# injectors and bolt-ons the overall power delivery is vastly superior to my old F13 cammed 2001 SS Camaro. I'm trying to get a good idea as to what I'll have to do to the cam timing to make the most out of the LY6 motor. Also, an idea of the power difference from JUST the variable overlap on these motors (both at low and high rpm).

edit: also, in the stock L92/LY6 tune - is there anything that can be improved cam timing-wise?

RJB01camaross

Great info!!!

ringram

Nice info, thanks for the efforts

JPH

iTrader: (2)

Great data. Have you guys ever thought of just grinding the cam with NO advance in it, and you then guys just move it around yourself on the dyno?

Sales2@Texas-speed

iTrader: (5)

We move each of cam's ICL manually on the dyno, typically testing each LSA on 4-6 ICL's

JPH

iTrader: (2)

Good to hear Matt. That makes for better and real world results.

NemeSS

iTrader: (127)

very interesting,
were these results with a ls3 stock intake manifold and 90mm tb?

HTX

iTrader: (1)

good info!! thanks guys.

hymey

Thanks for the info, an aussie shop uses a cam similiar to MS3 and it is ground on 111-4 obviously for top end. I spoke to the guy today this car runs near 130mph at 4000pounds cam only its a 240-242-111 on 115 ICL yes thats right. I run this cam to by I advanced 8 degrees and he tells me it works better retarded makes it hold on up top. Was interesting to say the least as With smaller cams wider lsas work the bigger cams I would too think that wider lsa is optimal. I am unsure if opening later reduces reversion to a degree or just helps it hold on. Either way pump loses are minimal with such a big ex. The overlap is big and was thinking that the later ICL may indeed reduce reversion just unsure of that. It was his trial and error to find what works and now he sells the cam as GMM turbo killer. I am glad to finally see something coming along with dyno results.

It would be nice to see some MS3 cam LS3 results hint hint...

03EBZ06

appreciate the post of real time data. if you ever do a TFS head, I would be very interested to see the data.