Does anyone have the stock L33 cam specs?
10-29-2008, 06:09 PM
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Does anyone have the stock L33 cam specs? Hey all, I am just about ready to drop my L33 engine, 5.3L all alloy HO version, into my little hod rod. The engine is originally out of a 04' silverado 1500 4x4, so needless to say I will not need my max torque so low in the rpm band. My car weighs 2800lbs, has a LS1 intake and a t56 from a 04' gto.
I was looking into grabbing a cam out of a GTO and putting it into my little project here. I think the 04 GTO cam specs are 200*/203*@.050", .500/.500, 116* LSA. Now I've haven't been able to pin point what the L33 cam specs are. I've heard that the lift may be around .492, I have no idea about duration but can anyone state the actual cam specs?
Would the two cams have the same base circle, making my pushrods resuable? Are my stock springs going to be enough tension for this other GM cam?
I was looking into grabbing a cam out of a GTO and putting it into my little project here. I think the 04 GTO cam specs are 200*/203*@.050", .500/.500, 116* LSA. Now I've haven't been able to pin point what the L33 cam specs are. I've heard that the lift may be around .492, I have no idea about duration but can anyone state the actual cam specs?
Would the two cams have the same base circle, making my pushrods resuable? Are my stock springs going to be enough tension for this other GM cam?
10-30-2008, 04:18 PM
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https://ls1tech.com/forums/generation-iv-internal-engine/826910-ls3-stock-cam-specs.html
10-30-2008, 04:36 PM
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Really? Just took 15 seconds of my time and searched "ls3 cam duration" on google. LS1tech was actually the first search response to another thread asking the same thing (imagine that). Here ya go, enjoy the fruits of my 15 seconds of labor.
https://ls1tech.com/forums/showthread.php?t=826910
https://ls1tech.com/forums/showthread.php?t=826910
10-30-2008, 05:04 PM
#6
Really? Just took 15 seconds of my time and searched "ls3 cam duration" on google. LS1tech was actually the first search response to another thread asking the same thing (imagine that). Here ya go, enjoy the fruits of my 15 seconds of labor.
https://ls1tech.com/forums/showthread.php?t=826910
https://ls1tech.com/forums/showthread.php?t=826910
10-30-2008, 05:13 PM
#7
I thought he was looking for the L33 cam specs, not LS3. Still working on finding it, but I have found that the L31 cam is a 202/207 .410/.424 115 lsa. I know that it's not exactly what you're looking for, but the specs will be closer to that than those of the LS3 cam.
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10-30-2008, 10:17 PM
#9
I thought he was looking for the L33 cam specs, not LS3. Still working on finding it, but I have found that the L31 cam is a 202/207 .410/.424 115 lsa. I know that it's not exactly what you're looking for, but the specs will be closer to that than those of the LS3 cam.
10-30-2008, 11:11 PM
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The L33 likely has the same cam as every other 4.8, 5.3, 6.0. They all use the same cam which is along the lines of 191/196 .467/.469 114. The "high output" part of the L33 was the addition of LS6 heads. also it had an aluminum block. And it was introduced in 2005. So if yours came out of a 2004, its not an L33.
11-02-2008, 09:31 PM
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Yes is is an L33. Thanks to all that searched. Who knows what Gm did, but I have read in literature that it was considered a "high lift" cam. Whatever its not going to stay in for long. When I get the cam out where will I be able to identify it then?
11-02-2008, 09:54 PM
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Here ya go, I found this on GM powertrain.com.
RPO L33 FOR CHEVROLET SILVERADO AND GMC SIERRA
The Gen III Vortec 5300 is available in a new lighter, higher output variant optional on some 2005 Silverados and Sierras. RPO L33 will be introduced in short bed, extended cab versions of these pickups. The L33 features an aluminum engine block, new cylinder heads and a high-lift cam. Torque will increase, and horsepower is expected to exceed 300 in final production trim.
One of the L33’s distinguishing features is its engine block. As with the 2004 LM4 Vortec 5300, the L33’s foundation is a cast-aluminum block with pressed-in iron cylinder liners, similar to the block used for GM Powertrain’s LS1 and LS6 car V-8s. The L33 block is exceptionally light; as a result, a fully dressed L33 is 100 pounds lighter than cast iron-block Vortec 5300s (RPOs LM7 and L59).
The L33 takes its cylinder heads from the LS6. Originally developed for the Z06 Corvette, these heads improve airflow in and out of the engine. With their pent-roof combustions chambers and new flat top pistons (the pistons in other Gen III Vortec 5300s have a slight sump in the piston deck), the L33’s compression ratio increases from 9.5:1 to 9.9:1. This increase improves the engine’s volumetric efficiency yet still allows it to achieve full power with regular grade gasoline.
Finally, the L33 is equipped with a higher-lift camshaft. Maximum valve lift increases from 11.6 mm on the LM7 and L59 to 12.5 mm. The new cam and compression ratio are the primary sources of the L33’s increased horsepower.
The L33 camshaft and cylinder heads were developed in conjunction with the new Gen IV Vortec 5300 (RPO LH6). The design objective was more horsepower for customers who need it, without requiring a step up to the Vortec 6000 (and an increase in operational costs). RPO L33 expands GM Powertrain’s lineup of Vortec V8s and gives GM’s truck customers even more flexibility and choice.
The L33 Vortec 5300 will be built at Powertrain’s Romulus, Mich., engine plant. With its introduction, Powertrain will cease production of Vortec 5300 RPO LM4. The Buick Rainier, Chevrolet Trailblazer EXT and GMC Envoy XL, previously equipped with the LM4, will now be powered by the Gen IV Vortec 5300 with Displacement on Demand. The 2005 Chevrolet SSR will be powered by the new LS2 truck V-8.
RPO L33 FOR CHEVROLET SILVERADO AND GMC SIERRA
The Gen III Vortec 5300 is available in a new lighter, higher output variant optional on some 2005 Silverados and Sierras. RPO L33 will be introduced in short bed, extended cab versions of these pickups. The L33 features an aluminum engine block, new cylinder heads and a high-lift cam. Torque will increase, and horsepower is expected to exceed 300 in final production trim.
One of the L33’s distinguishing features is its engine block. As with the 2004 LM4 Vortec 5300, the L33’s foundation is a cast-aluminum block with pressed-in iron cylinder liners, similar to the block used for GM Powertrain’s LS1 and LS6 car V-8s. The L33 block is exceptionally light; as a result, a fully dressed L33 is 100 pounds lighter than cast iron-block Vortec 5300s (RPOs LM7 and L59).
The L33 takes its cylinder heads from the LS6. Originally developed for the Z06 Corvette, these heads improve airflow in and out of the engine. With their pent-roof combustions chambers and new flat top pistons (the pistons in other Gen III Vortec 5300s have a slight sump in the piston deck), the L33’s compression ratio increases from 9.5:1 to 9.9:1. This increase improves the engine’s volumetric efficiency yet still allows it to achieve full power with regular grade gasoline.
Finally, the L33 is equipped with a higher-lift camshaft. Maximum valve lift increases from 11.6 mm on the LM7 and L59 to 12.5 mm. The new cam and compression ratio are the primary sources of the L33’s increased horsepower.
The L33 camshaft and cylinder heads were developed in conjunction with the new Gen IV Vortec 5300 (RPO LH6). The design objective was more horsepower for customers who need it, without requiring a step up to the Vortec 6000 (and an increase in operational costs). RPO L33 expands GM Powertrain’s lineup of Vortec V8s and gives GM’s truck customers even more flexibility and choice.
The L33 Vortec 5300 will be built at Powertrain’s Romulus, Mich., engine plant. With its introduction, Powertrain will cease production of Vortec 5300 RPO LM4. The Buick Rainier, Chevrolet Trailblazer EXT and GMC Envoy XL, previously equipped with the LM4, will now be powered by the Gen IV Vortec 5300 with Displacement on Demand. The 2005 Chevrolet SSR will be powered by the new LS2 truck V-8.
11-06-2008, 12:45 AM
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Booyaka so the orig LM7 has 11.6mm which is .456" and the HO L33 is .492". Does anyone know of a GM cam that is roughly that size?
I was going to get a cam out of my friends 04 GTO p/n 12561721, 198/207 .467/.479 116 and I was hoping to compare duration and c/l.
I was going to get a cam out of my friends 04 GTO p/n 12561721, 198/207 .467/.479 116 and I was hoping to compare duration and c/l.
Last edited by Yeajimi; 11-06-2008 at 01:11 AM.
11-20-2008, 01:21 PM
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Here ya go, I found this on GM powertrain.com.
RPO L33 FOR CHEVROLET SILVERADO AND GMC SIERRA
The Gen III Vortec 5300 is available in a new lighter, higher output variant optional on some 2005 Silverados and Sierras. RPO L33 will be introduced in short bed, extended cab versions of these pickups. The L33 features an aluminum engine block, new cylinder heads and a high-lift cam. Torque will increase, and horsepower is expected to exceed 300 in final production trim.
One of the L33’s distinguishing features is its engine block. As with the 2004 LM4 Vortec 5300, the L33’s foundation is a cast-aluminum block with pressed-in iron cylinder liners, similar to the block used for GM Powertrain’s LS1 and LS6 car V-8s. The L33 block is exceptionally light; as a result, a fully dressed L33 is 100 pounds lighter than cast iron-block Vortec 5300s (RPOs LM7 and L59).
The L33 takes its cylinder heads from the LS6. Originally developed for the Z06 Corvette, these heads improve airflow in and out of the engine. With their pent-roof combustions chambers and new flat top pistons (the pistons in other Gen III Vortec 5300s have a slight sump in the piston deck), the L33’s compression ratio increases from 9.5:1 to 9.9:1. This increase improves the engine’s volumetric efficiency yet still allows it to achieve full power with regular grade gasoline.
Finally, the L33 is equipped with a higher-lift camshaft. Maximum valve lift increases from 11.6 mm on the LM7 and L59 to 12.5 mm. The new cam and compression ratio are the primary sources of the L33’s increased horsepower.
The L33 camshaft and cylinder heads were developed in conjunction with the new Gen IV Vortec 5300 (RPO LH6). The design objective was more horsepower for customers who need it, without requiring a step up to the Vortec 6000 (and an increase in operational costs). RPO L33 expands GM Powertrain’s lineup of Vortec V8s and gives GM’s truck customers even more flexibility and choice.
The L33 Vortec 5300 will be built at Powertrain’s Romulus, Mich., engine plant. With its introduction, Powertrain will cease production of Vortec 5300 RPO LM4. The Buick Rainier, Chevrolet Trailblazer EXT and GMC Envoy XL, previously equipped with the LM4, will now be powered by the Gen IV Vortec 5300 with Displacement on Demand. The 2005 Chevrolet SSR will be powered by the new LS2 truck V-8.
RPO L33 FOR CHEVROLET SILVERADO AND GMC SIERRA
The Gen III Vortec 5300 is available in a new lighter, higher output variant optional on some 2005 Silverados and Sierras. RPO L33 will be introduced in short bed, extended cab versions of these pickups. The L33 features an aluminum engine block, new cylinder heads and a high-lift cam. Torque will increase, and horsepower is expected to exceed 300 in final production trim.
One of the L33’s distinguishing features is its engine block. As with the 2004 LM4 Vortec 5300, the L33’s foundation is a cast-aluminum block with pressed-in iron cylinder liners, similar to the block used for GM Powertrain’s LS1 and LS6 car V-8s. The L33 block is exceptionally light; as a result, a fully dressed L33 is 100 pounds lighter than cast iron-block Vortec 5300s (RPOs LM7 and L59).
The L33 takes its cylinder heads from the LS6. Originally developed for the Z06 Corvette, these heads improve airflow in and out of the engine. With their pent-roof combustions chambers and new flat top pistons (the pistons in other Gen III Vortec 5300s have a slight sump in the piston deck), the L33’s compression ratio increases from 9.5:1 to 9.9:1. This increase improves the engine’s volumetric efficiency yet still allows it to achieve full power with regular grade gasoline.
Finally, the L33 is equipped with a higher-lift camshaft. Maximum valve lift increases from 11.6 mm on the LM7 and L59 to 12.5 mm. The new cam and compression ratio are the primary sources of the L33’s increased horsepower.
The L33 camshaft and cylinder heads were developed in conjunction with the new Gen IV Vortec 5300 (RPO LH6). The design objective was more horsepower for customers who need it, without requiring a step up to the Vortec 6000 (and an increase in operational costs). RPO L33 expands GM Powertrain’s lineup of Vortec V8s and gives GM’s truck customers even more flexibility and choice.
The L33 Vortec 5300 will be built at Powertrain’s Romulus, Mich., engine plant. With its introduction, Powertrain will cease production of Vortec 5300 RPO LM4. The Buick Rainier, Chevrolet Trailblazer EXT and GMC Envoy XL, previously equipped with the LM4, will now be powered by the Gen IV Vortec 5300 with Displacement on Demand. The 2005 Chevrolet SSR will be powered by the new LS2 truck V-8.
01-01-2009, 12:19 PM
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Does anyone have any dyno results of the change in power with these Cams and a Ls6 /Ls1 intake?
01-19-2009, 09:24 PM
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i found this thread when i was searching for yet more info on my own L33 swap, in my '92 RS Camaro. there was a book out not to long ago called how to build high performance LS1/LS6 engines. it was pretty popular, and inside they did LS6 intake/cam swaps on 5.3/6.0 Vortec's and found some good numbers. the 300 hp rated 6.0 went up to about 360-ish. they never did an LS6 cam swap on the iron 5.3 due to the smaller heads and dished pistons, it would've lost power. with the L33 already having the LS6 heads on it and bumped compression, an LS6 intake/cam swap, and also considering the naturally higher power rating than that of an iron block, the L33 should make around upper 300s in both hp and tq. think of it as a smaller displacement/poor man's version LS6.
Last edited by SIXoneRS; 01-19-2009 at 09:44 PM.
03-14-2009, 02:34 PM
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Just stumbled onto this dated thread but just incase I'll post my L33 data. First date is a 3.5 pulley, 2nd date a 3.4.
Mods are a CAI and Corsa cat back and a 4l65e conversion with kit. 3:42 gears.
Mods are a CAI and Corsa cat back and a 4l65e conversion with kit. 3:42 gears.
05-02-2009, 02:28 PM
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Ok, guys I'm getting my swap underway and I've actually changed my patient to a 97 S14 240sx. Here's the deal, my wife has put me on a really tight budget(considering our 3 kids), but I'm trying to get the most I can out of this engine. Considering my L33 has LS6 heads and from what I've read LS1 springs, would I be safe in just swapping in a Z06 Cam and leaving the springs and pushrods as is? If not it may be a while before I can upgrade the cam. Thanks for any help.