Summit ls turbo cams?
Hey there, sorry you had a long wait on the phone. We're happy to help with this. Shift recovery is a pretty big deal on a stick car to keep it in boost. For this reason our Stage 1 or 2 is really the best bet here and the horsepower target is no problem for either. If you want a little rumpier idle, the Stage 2 SUM-8706 would be the way to go. You can set the idle speed to get exactly what you want. Stage 1 SUM-8715 ghost cam is a little stteathier, but still makes great power and has nice manners. We'll be back in the office Monday and can go through anything else you need to match up the recipe. Thank you and you will be happy with your choice either way.
TECH Fanatic
Joined: Feb 2015
Posts: 1,080
Likes: 178
Since valve events are the key to making the most of the rest of a combination, why in the world someone would pick a cam based on how it sounds at idle is perplexing. I guess if it falls in the category of someone desiring "show and no go" it makes sense. Sorry, just had to rant a little.
9 Second Club
Joined: Nov 2003
Posts: 13,616
Likes: 185
From: Norn Iron
Since valve events are the key to making the most of the rest of a combination, why in the world someone would pick a cam based on how it sounds at idle is perplexing. I guess if it falls in the category of someone desiring "show and no go" it makes sense. Sorry, just had to rant a little.
Because you'd need to go full retard on any cam choice to actually prevent an LS making good power. If they want it for how it sounds....that's their choice.
One thing to keep in mind with a stick car, it doesnt absorb some of the drivingness that an auto does, so getting to big of a cam can make for a miserable drive, constant bucking at low speeds, etc. I have the Summit stg 2 cam in my 6.0, it has LS 3 heads, intake, turbo, 4L80E. It pulls hard, but I dont lock up the converter until around 60 MPH, trying to keep the RPM's up so its smoother.
There's an old saying about cams, if you are going to error, make it on the smaller side, lol. Thats my .03 cents worth.
There's an old saying about cams, if you are going to error, make it on the smaller side, lol. Thats my .03 cents worth.
One thing to keep in mind with a stick car, it doesnt absorb some of the drivingness that an auto does, so getting to big of a cam can make for a miserable drive, constant bucking at low speeds, etc. I have the Summit stg 2 cam in my 6.0, it has LS 3 heads, intake, turbo, 4L80E. It pulls hard, but I dont lock up the converter until around 60 MPH, trying to keep the RPM's up so its smoother.
There's an old saying about cams, if you are going to error, make it on the smaller side, lol. Thats my .03 cents worth.
There's an old saying about cams, if you are going to error, make it on the smaller side, lol. Thats my .03 cents worth.
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Launching!
Joined: May 2012
Posts: 227
Likes: 5
hey Summit Racing cam help/advice - what cam?
2002 Z71 SCSB w/410 gear & 4L80e , 32" tire, Terminator X max, & twin gt35 turbo unless someone gives me great advice on another.
truck is a DD with a few trips to the track and i pull a 20' box toy trailer 10% of the time.
I just bought a GM long block LS3 430hp to swap in - going to gap rings.
A NEW CLASSIC!
As the standard engine in the fifth-generation Camaro SS and C6 Corvette, the high-revving, deep-breathing LS3 6.2L is poised to go down in history as one of Chevrolet’s best and most versatile engines. It’s no surprise that enthusiasts and builders have made it one of the most popular LS swap engines.
The LS3 is filled with components designed for high performance and longevity. The aluminum block is filled with a sturdy reciprocating assembly that combines with L92-type rectangular-port heads to deliver a 10.7:1 compression ratio. A high-lift, hydraulic roller camshaft complements the LS3’s tremendous airflow capability and enhances its broad torque curve. Out-of-the-crate Horsepower is 430, with an impressive 425 lb.-ft. torque.
TECH SPECS
Part Number: 19420382
Engine Type: LS-Series Gen IV Small-Block V-8
Displacement (cu in): 376 cu in (6.2L)
Bore x Stroke (in): 4.065 x 3.622 (103.25 x 92mm)
Block (P/N 12623967): Cast-aluminum with 6-bolt, cross-bolted main caps
Crankshaft (P/N 12597569): Nodular iron
Connecting Rods (P/N 12649190): Powdered metal
Pistons (P/N 19207287): Hypereutectic aluminum
Camshaft Type (P/N 12623063): Hydraulic roller
Valve Lift (in): .551 intake / .522 exhaust
Camshaft Duration (@.050 in): 204° intake / 211° exhaust
Cylinder Heads (P/N 12629063): Aluminum L92-style port; as cast with 68cc chambers
Valve Size (in): 2.165 intake / 1.590 exhaust
Compression Ratio: 10.7:1
Rocker Arms (P/N 12669995 int): Investment-cast, roller trunnion
Rocker Arms (P/N 12669993 exh): Investment-cast, roller trunnion
Rocker Arm Ratio: 1.7:1
Recommended Fuel: Premium pump
Maximum Recommended rpm: 6,600
Reluctor Wheel: 58x
2002 Z71 SCSB w/410 gear & 4L80e , 32" tire, Terminator X max, & twin gt35 turbo unless someone gives me great advice on another.
truck is a DD with a few trips to the track and i pull a 20' box toy trailer 10% of the time.
I just bought a GM long block LS3 430hp to swap in - going to gap rings.
PRODUCT DETAILS
Dipstick and Tube do not come with Long Block engines and can be purchased below if using the included oil panA NEW CLASSIC!
As the standard engine in the fifth-generation Camaro SS and C6 Corvette, the high-revving, deep-breathing LS3 6.2L is poised to go down in history as one of Chevrolet’s best and most versatile engines. It’s no surprise that enthusiasts and builders have made it one of the most popular LS swap engines.
The LS3 is filled with components designed for high performance and longevity. The aluminum block is filled with a sturdy reciprocating assembly that combines with L92-type rectangular-port heads to deliver a 10.7:1 compression ratio. A high-lift, hydraulic roller camshaft complements the LS3’s tremendous airflow capability and enhances its broad torque curve. Out-of-the-crate Horsepower is 430, with an impressive 425 lb.-ft. torque.
TECH SPECS
Part Number: 19420382
Engine Type: LS-Series Gen IV Small-Block V-8
Displacement (cu in): 376 cu in (6.2L)
Bore x Stroke (in): 4.065 x 3.622 (103.25 x 92mm)
Block (P/N 12623967): Cast-aluminum with 6-bolt, cross-bolted main caps
Crankshaft (P/N 12597569): Nodular iron
Connecting Rods (P/N 12649190): Powdered metal
Pistons (P/N 19207287): Hypereutectic aluminum
Camshaft Type (P/N 12623063): Hydraulic roller
Valve Lift (in): .551 intake / .522 exhaust
Camshaft Duration (@.050 in): 204° intake / 211° exhaust
Cylinder Heads (P/N 12629063): Aluminum L92-style port; as cast with 68cc chambers
Valve Size (in): 2.165 intake / 1.590 exhaust
Compression Ratio: 10.7:1
Rocker Arms (P/N 12669995 int): Investment-cast, roller trunnion
Rocker Arms (P/N 12669993 exh): Investment-cast, roller trunnion
Rocker Arm Ratio: 1.7:1
Recommended Fuel: Premium pump
Maximum Recommended rpm: 6,600
Reluctor Wheel: 58x
LS1Tech Sponsor
Joined: Jan 2008
Posts: 2,235
Likes: 1,526
From: Ohio, Georgia, Nevada, Texas
There are a couple really great options. We are leaning toward the Big Torkinator SUM-8728R1. This is a 212/218 110+3 and would haul the mail in that truck, SUM-8720R1 is another possibility with this displacement. Its a 218/227 112 +2. Both are .600 lift and designed for use with the .600 lift beehives such as SUM-174004. Let us know which way you are leaning and thank you for your patronage.
