5.3L Truck Motor Cam-only
12-09-2013, 08:36 PM
#61
Nice info. Here's what my more stock LM4 (same as an LM7, just aluminum) made. ONLY mods are block hugger headers to get past the frame rails and Y'd into the stock Volvo muffler, and an '01 LS6 cam (& new matching springs). Truck intake & all. Custom tuned, 87 octane thru a 4l60e.
12-11-2013, 06:02 PM
#62
Yes they have a lot to do with the power curve, I've been saying that this entire thread! But 10cc of average port volume will not change the power curve. This is at least what I have found through my data. 20-30cc will start to have an effect, but not 10cc.
Besides if you missed what I said, the LS2 and LS6 intake are the same runner length, the same runner dimensions and same plenum volume. I have measured them all myself. Every single plastic intake available for a LS engine I have measured. I have also measured the various single plane intakes aside from the All Pro single plane. I've also got dimensions on the Pro-Flo from Edelbrock. Haven't measured a Hi-ram though.
The only difference between that blue line and red line is 3.898" bore vs. 4.0" bore, 10cc in average port volume and 2 degree later EVC event on the LS2 engine.
Besides if you missed what I said, the LS2 and LS6 intake are the same runner length, the same runner dimensions and same plenum volume. I have measured them all myself. Every single plastic intake available for a LS engine I have measured. I have also measured the various single plane intakes aside from the All Pro single plane. I've also got dimensions on the Pro-Flo from Edelbrock. Haven't measured a Hi-ram though.
The only difference between that blue line and red line is 3.898" bore vs. 4.0" bore, 10cc in average port volume and 2 degree later EVC event on the LS2 engine.
I have always been curious why the LS2 intake never took off like everyone thought it would given the larger opening. Do you have any theories on where the limiting factors are for this?
12-11-2013, 10:17 PM
#64
I also can't want to see results of the new truck line of cams. I wanna see what a 5.3 can really do in a non-performance application.
12-13-2013, 08:32 PM
#65
Teching In
Join Date: Dec 2013
Location: killen al
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Great info! I recently finished a 5.3 swap n my 64 nova and was wonderin what it should make. Has ls6 intake. 1 3/4 headers. 228r tsp cam n pac springs. Ported 862s thru a built 4l65e. Will be dynoing it before to long.
12-14-2013, 12:05 PM
#66
Great info! I recently finished a 5.3 swap n my 64 nova and was wonderin what it should make. Has ls6 intake. 1 3/4 headers. 228r tsp cam n pac springs. Ported 862s thru a built 4l65e. Will be dynoing it before to long.
Attachment 429948
Attachment 429948
12-14-2013, 07:18 PM
#69
I just bought a 97 trans am with a 5.3 swapped in, with ported ls6 heads and a tsp torquer v2 cam 112 lsa.
The car is stored for the winter right now, I will have the car dynoed (in a couple of months)soon and will let you know what it makes.
I can tell you it does surge at low rpm's but that may be more tuning than the actual cam.
The car is stored for the winter right now, I will have the car dynoed (in a couple of months)soon and will let you know what it makes.
I can tell you it does surge at low rpm's but that may be more tuning than the actual cam.
02-20-2014, 11:11 AM
#71
Registered User
Join Date: Dec 2013
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Sorry DERAIL the thread guys but im getting ready to do a cam swap on my 01 LM7 silverado truthfully all im wanting to achieve is Idle lope and more toque in the bottom end i have already put K&N FIPK G2 CAI on the truck with stock cats with Strieght threw mufflers. What id like to do is CAM and springs and push rods if needed. You guys till me what u think im open to suggestions.
This Cam is custom grind.
224/224 .563/.563 112 LSA
Every one that i have spoke to about this grind say that i could get away with stock SPrings and push rods but they also suggested that LS6 srings and 1.75 rockers and hardened push rods.
Guys shine some light on this for me would ya.
This Cam is custom grind.
224/224 .563/.563 112 LSA
Every one that i have spoke to about this grind say that i could get away with stock SPrings and push rods but they also suggested that LS6 srings and 1.75 rockers and hardened push rods.
Guys shine some light on this for me would ya.
03-06-2014, 09:00 AM
#73
This Cam is custom grind.
224/224 .563/.563 112 LSA
Every one that i have spoke to about this grind say that i could get away with stock SPrings and push rods but they also suggested that LS6 srings and 1.75 rockers and hardened push rods.
Guys shine some light on this for me would ya.
224/224 .563/.563 112 LSA
Every one that i have spoke to about this grind say that i could get away with stock SPrings and push rods but they also suggested that LS6 srings and 1.75 rockers and hardened push rods.
Guys shine some light on this for me would ya.
Aftermarket rockers will likely only make this worse as they tend to weigh more than stock. Stock rockers are fine.
Hardened pushrods are almost a "must" as I have yet to pull a set of stock ls1 pushrods that weren't warped at least slightly. You can buy lightly used ones for $70-90 or new ones for just over $100, not worth messing with stock junk IMO.
03-08-2014, 11:12 PM
#74
Registered User
Join Date: Dec 2013
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
Hello everyone, I wanted to start a built and would like to get opinions and more info and tips on what would be best. I have a 2003 5.3 ls chevy silverado single cab. I wanted to see what is the best way to hit 500-600 rwhp. What will be a good set up. On a dd. thanks for your help
03-09-2014, 11:06 AM
#75
Hello everyone, I wanted to start a built and would like to get opinions and more info and tips on what would be best. I have a 2003 5.3 ls chevy silverado single cab. I wanted to see what is the best way to hit 500-600 rwhp. What will be a good set up. On a dd. thanks for your help
Turbo it.
03-15-2014, 11:18 AM
#80
You're correct that the 5.3 bore will not pull the same vacuum, but the change in bore size is minimal and doesn't have the effect on peak torque and power RPM's you think it would. Piston speed and it's relation to TDC and BDC in the bore and how that correlates to the valve events that allow those cylinders to fill and allow exhaust gas to escape is what matters.
The LS1 Stage 1 Blower cam(226/234 115+3) has an intake valve close event of 45 degrees after bottom dead center. Here is my LS1 Street Heat Stage 2 cam(231/238 113+3) in a 4.0" bore LS2 engine with stock cylinder heads and a stock LS2 intake with the same 45 degree after bottom dead center intake valve close event and look where it peaks...at the exact same RPM. The 799 heads on the LS2 actually have a 210cc runner versus the 190cc runner on the 5.3 engine. The 799 heads also have a 2.00" intake valve versus a 1.89" intake valve on the 5.3 heads.
And the 5.3 graph again:
When two engines have identical runner length like the 5.3 and this 6.0 now in comparison, and they have the same intake valve close event along with the same rod length and stroke, they will peak at the same RPM's. Bore does not play hardly any factor in this equation. It is a very common misconception, but it is hard to wrap your brain around at first.
The LS1 Stage 1 Blower cam(226/234 115+3) has an intake valve close event of 45 degrees after bottom dead center. Here is my LS1 Street Heat Stage 2 cam(231/238 113+3) in a 4.0" bore LS2 engine with stock cylinder heads and a stock LS2 intake with the same 45 degree after bottom dead center intake valve close event and look where it peaks...at the exact same RPM. The 799 heads on the LS2 actually have a 210cc runner versus the 190cc runner on the 5.3 engine. The 799 heads also have a 2.00" intake valve versus a 1.89" intake valve on the 5.3 heads.
And the 5.3 graph again:
When two engines have identical runner length like the 5.3 and this 6.0 now in comparison, and they have the same intake valve close event along with the same rod length and stroke, they will peak at the same RPM's. Bore does not play hardly any factor in this equation. It is a very common misconception, but it is hard to wrap your brain around at first.