383 LS6 Does This Look Right?
Thread Starter
Joined: Jan 2011
Posts: 1,921
Likes: 80
From: North Houston
383 LS6 Does This Look Right? I had this done a while back, but I never posted it up. I recently swapped from a 96mm Typhoon and 92 TB to a FAST 102/102 and I've been kind of feeling like something may be wrong with my set up. My cam is fairly mild because I wanted it daily drivable while being good for a 150 shot later if desired. The car is a 2002 Z28:
383 LS6 (forged internals)
Patriot 64cc stage 2 heads
TR55 plugs (at the time)
Lunati Voodoo 60511 cam (0.567"/0.567" 222/228 109+4LSA)
T56 magnum
90mm MTI lid (at the time, now a FTP 104 as of December 2012)
TSP 100mm MAF
92mm FAST TB (at the time, now a FAST 102 as of January 2012)
96mm Typhoon intake (at the time, now a FAST 102 as of January 2012)
60lb injectors
Pacesetter 1 3/4" LT and ORY (at the time, now TSP 1 7/8" and TSP ORY as of March 2012)
Flowmaster catback (I know... cutout to come. Now a Magnaflow as of February 2012)
SLP UDP
Since this graph, it has TR6 plugs, the FAST 102/102 combo, SSRA, 104mm FTP lid and an LS6 PCV system with catch can and truck PCV valve.
Also, thank you to Race Proven Motorsports! I'm coming back early April with the modifications completed in the spring to see what it can do and have that nice Strange S60 installed!
I'd like some input: did the top end fall out because of spark? Air? Is this well below what this cam is capable of? General remarks from LS experts would be much appreciated!
383 LS6 (forged internals)
Patriot 64cc stage 2 heads
TR55 plugs (at the time)
Lunati Voodoo 60511 cam (0.567"/0.567" 222/228 109+4LSA)
T56 magnum
90mm MTI lid (at the time, now a FTP 104 as of December 2012)
TSP 100mm MAF
92mm FAST TB (at the time, now a FAST 102 as of January 2012)
96mm Typhoon intake (at the time, now a FAST 102 as of January 2012)
60lb injectors
Pacesetter 1 3/4" LT and ORY (at the time, now TSP 1 7/8" and TSP ORY as of March 2012)
Flowmaster catback (I know... cutout to come. Now a Magnaflow as of February 2012)
SLP UDP
Since this graph, it has TR6 plugs, the FAST 102/102 combo, SSRA, 104mm FTP lid and an LS6 PCV system with catch can and truck PCV valve.
Also, thank you to Race Proven Motorsports! I'm coming back early April with the modifications completed in the spring to see what it can do and have that nice Strange S60 installed!
I'd like some input: did the top end fall out because of spark? Air? Is this well below what this cam is capable of? General remarks from LS experts would be much appreciated!
Last edited by themealonwheels; Mar 1, 2012 at 06:59 AM. Reason: Parts being installed constantly...
Moved from Tuning Section.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
With that cam, intake, headers and catback yes it seems right..
480+rwhp will be easy if you swapped these mods.
PM ^^^^^^^^ the guy who moved this thread for a great daily driven camshaft
480+rwhp will be easy if you swapped these mods.
PM ^^^^^^^^ the guy who moved this thread for a great daily driven camshaft
You have some instability issues (valvetrain/tuning maybe) above 5500k for sure. 
You are on the right track for changing things, cam wise your atleast 10-14* to short on both intake/exhaust imo. Heads are NOT my favorite choice, but show signs of making decent power for you.
You are on the right track for changing things, cam wise your atleast 10-14* to short on both intake/exhaust imo. Heads are NOT my favorite choice, but show signs of making decent power for you. Thread Starter
Joined: Jan 2011
Posts: 1,921
Likes: 80
From: North Houston
Thanks Pat!
That's good to hear, I was afraid it was low for this particular cam. I've swapped the intake, I've got the TSPs and ORY coming when they get them back in stock, and I'm avoiding the catback mistake I made with a 3" cutout once the ORY is installed. The cam is a bit of a question still...
Weak, I figured that was what that drop off was. I'm not completely down on it though, since I was really targeting low end torque. The springs are the Patriot gold springs, supposedly good to 0.650". Are these too much spring considering the lower lifts of my cam?
That's pretty much what the guy at Lunati said when I preferred a cam that didn't spin to the moon but would make the 3000 rpm throttle punches more fun 
Even though the motor is a 383, I chose this cam because I wanted something a bit more than stock but more in the mild manner/low end of the curve for a fun daily driver with the potential for a small amount of nitrous in the future. I considered that the cam was probably limiting me, but I LOVE the sound of this cam! I may swap it in the future if this car's purpose changes, but I hope to get 10 years/80,000 miles out of the car with a proper performance maintenance schedule
Guys, I really appreciate the input. I'll be curious to see if that top end improves as a result of the TSP LTs/ORY and the FAST I installed... but on the valve train side, are my springs too aggressive? PAC 1218s?
You have some instability issues (valvetrain/tuning maybe) above 5500k for sure. You are on the right track for changing things, cam wise your atleast 10-14* to short on both intake/exhaust imo. Heads are NOT my favorite choice, but show signs of making decent power for you.
You are on the right track for changing things, cam wise your atleast 10-14* to short on both intake/exhaust imo. Heads are NOT my favorite choice, but show signs of making decent power for you.Even though the motor is a 383, I chose this cam because I wanted something a bit more than stock but more in the mild manner/low end of the curve for a fun daily driver with the potential for a small amount of nitrous in the future. I considered that the cam was probably limiting me, but I LOVE the sound of this cam! I may swap it in the future if this car's purpose changes, but I hope to get 10 years/80,000 miles out of the car with a proper performance maintenance schedule
Guys, I really appreciate the input. I'll be curious to see if that top end improves as a result of the TSP LTs/ORY and the FAST I installed... but on the valve train side, are my springs too aggressive? PAC 1218s?
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The flowmaster is robbing you big time of power! It may sound good but it's the biggest power robber of all ls exhausts. The intake and heads are your other bottleneck. going with a 102 setup will help you but know that our motors don't really benefit like a bigger cube motor yes it's over kill but it will defiantly help! Get it and don't look back! As for up top your probably outa flow both in and out! The 1 7/8 headers will help but the intake and exhaust will help the most! Take a look at mine in here! Good luck motor looks good!!and mine is my every day driver!
Thread Starter
Joined: Jan 2011
Posts: 1,921
Likes: 80
From: North Houston
The flowmaster is robbing you big time of power! It may sound good but it's the biggest power robber of all ls exhausts. The intake and heads are your other bottleneck. going with a 102 setup will help you but know that our motors don't really benefit like a bigger cube motor yes it's over kill but it will defiantly help! Get it and don't look back! As for up top your probably outa flow both in and out! The 1 7/8 headers will help but the intake and exhaust will help the most! Take a look at mine in here! Good luck motor looks good!!and mine is my every day driver!
I just finished buttoning up the exhaust, as well as the PCV system switching to an LS6 valley cover and catch can with a truck PCV valve. The best part is I have dyno time scheduled early April at RPM to see what the FAST 102 and TSP 1 7/8"/ORY do over the Typhoon 96 and Pacesetter 1 3/4"/ORY. I am so excited, the butt dyno is anticipating at least 15rwhp/tq
Teching In
Joined: Nov 2010
Posts: 29
Likes: 0
Actually for the setup you have the numbers look about right. With the FAST 102 setup that is only going to help on the very top end of the RPM band. Having such a large opening you may be losing some velocity for the air/fuel mixture going into the combustion chamber. If you increased some of the duration on the cam you can pick up some additional HP, but If you are happy I would leave your cam as is.
I love that torque curve. If that is what you were after, then I'd say you accomplished your goal. By the way, post up a video if you can. I'd love to hear that cam.
Fast102 picked my little 346 up 35rwhp over a ls6 intake which IMO that typhoon is a POS! Your not going to pick up much power with intake or exhaust with that baby camshaft in there. You will pick up midrange and bottom end still with both intake headers and exhaust though. I also did this swap on my 346 and picked up 27ft.lb. peak with the header/ypipe/FTP lid.
hate to put your cam down but if your looking for more "low end" I think you are in the completely wrong spectrum, the 109+4 LSA would be better fit for a single plane Vic Jr, Super Vic intake than your FAST 102. Id try switching to a 228R or 232/234 on a 114LSA if you want more power and low end with decent driving manners. The long intake runner length of the FAST/LS6 and other stock design intakes shine alot better than the 109LSA needed for the Short runner Single planes. Just my .02cents.
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
hate to put your cam down but if your looking for more "low end" I think you are in the completely wrong spectrum, the 109+4 LSA would be better fit for a single plane Vic Jr, Super Vic intake than your FAST 102. Id try switching to a 228R or 232/234 on a 114LSA if you want more power and low end with decent driving manners. The long intake runner length of the FAST/LS6 and other stock design intakes shine alot better than the 109LSA needed for the Short runner Single planes. Just my .02cents.
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
IVO: 6btdc
IVC: 36abdc
EVO: 47bbdc
EVC: 1atdc
I'm honestly surprised the car pulls as high in the rpm it does with such an early IVC point. The LSA is just a product of these valve events... not the other way around. Typical stock stroke LS engines like 45-47 abdc IVC points to make peak power with a stock style intake manifold. This engine being a stroker with a 4" crank could easily go as high as 50-52 abdc IVC. So with that said this engine is severly under cammed to make power and anything else to induction or exhaust is not going to produce huge gains because the engine is getting about all it can now with the ADVANCED timing events.
A cam that comes to mind that would drive really well and still make power everywhere would be something along the lines of a 231/239 114+3. This is still smallish for a 383 but I can see torque and power under the curve is what you were after! Do yourself a favor if your doing all these mods and put a better camshaft in that thing!!!
Thread Starter
Joined: Jan 2011
Posts: 1,921
Likes: 80
From: North Houston
hate to put your cam down but if your looking for more "low end" I think you are in the completely wrong spectrum, the 109+4 LSA would be better fit for a single plane Vic Jr, Super Vic intake than your FAST 102. Id try switching to a 228R or 232/234 on a 114LSA if you want more power and low end with decent driving manners. The long intake runner length of the FAST/LS6 and other stock design intakes shine alot better than the 109LSA needed for the Short runner Single planes. Just my .02cents.
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
FYI: The cams I posted above would be a very tame/mild cam for a Stroker setup
You hit a few points I want to re-itterate. IVC point is crucial in making power with a certain runner. You mensioned LSA as being too low but in reality it's further than that. His camshaft has the following valve events:
IVO: 6btdc
IVC: 36abdc
EVO: 47bbdc
EVC: 1atdc
I'm honestly surprised the car pulls as high in the rpm it does with such an early IVC point. The LSA is just a product of these valve events... not the other way around. Typical stock stroke LS engines like 45-47 abdc IVC points to make peak power with a stock style intake manifold. This engine being a stroker with a 4" crank could easily go as high as 50-52 abdc IVC. So with that said this engine is severly under cammed to make power and anything else to induction or exhaust is not going to produce huge gains because the engine is getting about all it can now with the ADVANCED timing events.
A cam that comes to mind that would drive really well and still make power everywhere would be something along the lines of a 231/239 114+3. This is still smallish for a 383 but I can see torque and power under the curve is what you were after! Do yourself a favor if your doing all these mods and put a better camshaft in that thing!!!
IVO: 6btdc
IVC: 36abdc
EVO: 47bbdc
EVC: 1atdc
I'm honestly surprised the car pulls as high in the rpm it does with such an early IVC point. The LSA is just a product of these valve events... not the other way around. Typical stock stroke LS engines like 45-47 abdc IVC points to make peak power with a stock style intake manifold. This engine being a stroker with a 4" crank could easily go as high as 50-52 abdc IVC. So with that said this engine is severly under cammed to make power and anything else to induction or exhaust is not going to produce huge gains because the engine is getting about all it can now with the ADVANCED timing events.
A cam that comes to mind that would drive really well and still make power everywhere would be something along the lines of a 231/239 114+3. This is still smallish for a 383 but I can see torque and power under the curve is what you were after! Do yourself a favor if your doing all these mods and put a better camshaft in that thing!!!
Now, I didn't mention anywhere above, but I eventually want to put a little spray in the car, probably 150 shot max. It will still be a full weight M6 car, since it is meant to be a daily driver. Is this still the wrong cam? I've heard that cams don't really become a deal breaker for nitrous cars with such a small shot, but would a greater LSA cam help? Thanks for the insight, guys! Looks like the project is never done, is it?
The cam posted by LSxPWr or the 232/236 range cam would be perfectly fine for a Nitrous setup. 95% of the time you gain MORE Torque than Horsepower when you give it the spray.
For a shelf grind something like the Torquer V.2 from texas speed on a 114LSA would do alot better than what you have now and should get the Low end you want.
For a shelf grind something like the Torquer V.2 from texas speed on a 114LSA would do alot better than what you have now and should get the Low end you want.
Thread Starter
Joined: Jan 2011
Posts: 1,921
Likes: 80
From: North Houston
Well, dyno day today didn't go as planned... If I recall it had just broken 460whp and 454wtq when the rearend and driveshaft destroyed everything in its path... graphs to come.
