LSX user

It's been a while since I visited here. Cancer. But now I'm starting a new LS build. Mind therapy. I just bought a new LS3 Block from SDPC. I got a 3.622 Crank, LS3 Heads and Dual Plane Intake out of GM parts div. I'm retired from GM truck/powertrain. Going with my old 850 carb initially. Soon to order Mahle pistons/rings, Molnar rods and a Howards Cam that I found in the Comp Products catalog. It is the Chevrolet ASA Grind with the same specs but....on a 113LC instead of the 110. They actually have both listed. It's also about $150 cheaper. I'm moving in the spring to Nashville so this will take a while. I'm looking for a solid 525 HP with gobs of torque without going to a 4.0" crank that drops the pistons out the bottom of the bores. Wish someone made an affordable 3.825" crank. Callies makes one for the 396 COPO engine but it's big $$. So for now I'm buying parts as I find them and deciding where to buy. The WWW is a great place to shop. If anyone would like I'll share the best deals with everyone as I find them. Glad to be back. Cheers everyone. LS Fest bound 2018.

JoeNova

Going with the Howard's 113 LSA version of the ASA and LS3 heads seems like a very bad combo. That cam has less overall lift than the stock LS3 cam. You're limiting the flow of those huge intake valves/ports.

LSX user

Actually, the 0821 head I'm using levels off around the .525" lift like on this cam. It's the stock ASA cam but with 113 LSA. It's used in the 525HP LS376 from Chevrolet and should meet my requirements. It's the flow at .200" .300" and .400" lift I'm most concerned about. Not at max lift. The cam spends most of it's time away from max lift. The 113 LSA I like because it favors power adders if I so choose. I could always change over to a 1.8 rocker arm and get .555" but I don't see that happening. If anything I may have Frankenstein do a killer valve job and bowl touch up if things warrant. I'm still freaked over the flow of these LS3 heads. Back when I was first building back in 1969 that head would have been outlawed everywhere. Twenty years ago when the LS1 was being tweeked, they had to slow the flow down to make the air turn on the short side. Were just scratching the surface. This engine will go in a daily driver.

epfatboy

iTrader: (3)

Just to clarify, you can always achieve max lift, it's the flow requirement associated to lift I assume you were speaking of?

LSX user

There is a reason Chevrolet ground the ASA cam at .525" lift. It makes 525HP and that's my goal. What I like about the Howards grind is the L/C of 113. Plus it's $150 cheaper! Chevrolet has a cam # 88958772. It has .551 lift like the LS3 with the duration close to the ASA cam of 227 / 239 but.......the L/C is a tight 108. $500. Once you get near .600" lift you have to consider the flat top piston, the lack of valve relief and changing springs to the Comp 26918 or PAC 1218 springs. It's all a trade off. I beat the hell out of my equipment so I over build on the quality end and stay with in reason on extreme parts that would eventually fail. I used to run short 3/8 mile circle track cams on the street back in the day because they had a 106 L/C and pulled like crazy! Whatever works!

LSX user

Just a shout out for some excellent people supplying great parts @ killer prices for the LS engine. Try Michigan Motorsports.

JoeNova

[QUOTE=LSX user;19762478]Actually, the 0821 head I'm using levels off around the .525" lift like on this cam. It's the stock ASA cam but with 113 LSA. It's used in the 525HP LS376 from Chevrolet and should meet my requirements. It's the flow at .200" .300" and .400" lift I'm most concerned about. Not at max lift. The cam spends most of it's time away from max lift. QUOTE]

You don't want a cam to have peak lift in the same area as head flow starts to diminish. You're wasting power. Its not about the peak lift, as you said, its about where the cam spends its time. You want the valve to stay open around peak flow of the head as long as possible, so the greater the peak lift, the more time it will spend in the .525-.550 range. Power output will greatly benefit from this. With a .525 lift cam, its basically the same as shifting before peak power because "There's no point in shifting AFTER it".

Besides, the 0821 heads don't peak at .525". Their peak flow is closer to .625"

Yes, and that reason isn't because of head flow, its because of valvetrain stability/durability. They were designed to drop in with stock valvetrain so no changes were required. Also, the flat tops aren't a problem at .600. There are .650 lift cams that work on stock heads/flat top pistons.

So again, really bad for power.
WS6Store has a version of the ASA cam with .600 lift that would perform much better. If the best performance isn't your goal, then I would say the Howard's ASA is a great choice.

pantera_efi

iTrader: (1)

Hi LSX, I can provide the Ignition & Coils. (GM 58x TW)

My Ignition has MANY features, built in AFR IC , Data Logger, TWO GPIO's (Fans & Shift light)

I would use the 58x Target Wheel (with the Gray Sensor) on the crankshaft.

I would choose the GEN-IV coils ?

I can send more information about my IGN-8 ?

I fit/sell RaceTec Pistons MADE to fit a LS with a 4.00" crankshaft correctly.

Lance

LSX user

If I decide to use EFI it will have a 1000 CFM throttle body on an LSX dual plane manifold drilled for the injectors. So you can see 6500 is the rpm limit for this build. This will be a 376 torque making monster. The ignition depends on whether I go carb or EFI. Not sure what to put the engine in to yet. An S10, a 2010 SS Camaro, or ? I really don't care it depends what I find at the time. Although the 4.0" crank is common, I'm not a fan. I like the Factory 3.622 a lot. Cheers everyone.