i r teh noobz

iTrader: (4)

Looking into a camshaft upgrade for my 2002 LM7. As most cammed 5.3s are in trucks, most of the information that I've found is for automatics, truck intakes, and big tires. I've done some light reading on cam specs, but its not forming a clear picture.

My engine is in an 88 300zx turbo. It has headers, 2.5" y-pipe into a 3" single exhaust, and an ls1 intake. Transmission is a TKO600, rear is a 3.7 CLSD.

How do the car intake and lack of a torque converter factor into my selection of a camshaft? I'd like a little lope, but nothing undrivable. Car is a DD that sees alot of abuse (mostly roll races and general tomfoolery). I see alot of truck guys running TR 220/220 cams (either 112 or 114 LSA). How would something like that work out in my application?

LSjim

iTrader: (8)

well one of the bigger cams that can be ran in the 5.3s is the 224r cam from texas speed. they arent very loud and doesnt need a stall

i r teh noobz

iTrader: (4)

Did some more reading.

If I'm reading correctly, a lower duration cam makes more power on the low end, and higher duration make more power up top. Any idea what the difference between a 220 and a 224 would be on a 5.3?

Isolde

iTrader: (4)

With a car that light, and that much rear gear, go with the 224

180ls1

iTrader: (4)

the 220 will come into power sooner then the 224 but wont make as much on top. The real question imo is what headers your running, longtubes or shorties? A single pattern would not be ideal and something like a 214/226 on 114 cam would be a better idea if you dont have longtubes.

i r teh noobz

iTrader: (4)

Hooker shorties. I do believe mine are the 1 5/8".

http://www.summitracing.com/parts/HOK-2312HKR/

What is the advantage of using the different durations with shorties? Is it to compensate for the lack of scavenging that would be produced if I had LTs?

anheuserbusch08

iTrader: (11)

i would think weight is a big factor in your car most low duration mid lift cams help for lack in low end torque but if youre going to be doing alot of roll racing ud definitely need to look into mid 220s low 230s duration and 580-600 lift cams on a 112-114 lsa i would recommend a 228 232 588 595 112 lsa with the 5 speed u have

s346k

iTrader: (4)

i'd look into a torquer cam of some sort, something like 232/234 on a 112 lsa. i think that'd be great for a roll racerrrrr stick car. also, if possible, look into a better intake. even the truck intake would be an improvement over the ls1 (if it will fit obviously, which is why i'm sure you're not using one currently).

i r teh noobz

iTrader: (4)

I plan on going to an LS6 intake along with whatever cam I get. The truck one would require an engine sized hole in my hood.

1nasty86

iTrader: (63)

224/228 .581/.588 112+2 made awesome power in my 5.3

Darkman

iTrader: (2)

Yes the differential in intake/exhaust durations is to compensate for the lack of scavenging with the shorties, which are only marginally better than stock manifolds. I run stock manifolds and my custom cam is 218/230.

Isolde

iTrader: (4)

Lack of scavenging as grounds for dual pattern? When some LT builds with good scavenging are looking at reverse split? I'm getting confused. With the old SBC, it is much simpler.
I have my LM7 in my '85 300ZX, and I also have the 3.70:1 gearing. And I'm using stock manifolds. I'm looking at a 224/224-112.

i r teh noobz

iTrader: (4)

Tax check is here. Its finally cam time. Any more suggestions before I start calling around?

i r teh noobz

iTrader: (4)

Called Texas Speed today. The rep recommended pretty much anything up to a 228R. I told them I'm planning to get heads as well (likely the PRC 2.5 5.3L set), he recommended the LS6 2.5 heads if I had the extra money. Any input on the heads?

Comp Cams' online cam thing is suggesting something very similar to the Texas Speed 224/228 on 112 LSA.

I do have an LS6 intake now. Still leaning towards the 224R, likely on the 112 LSA. Hope to make a decision this weekend.

chrisfrost

iTrader: (8)

What year LS1 intake do You have or what are the #'s on it as there are 2 or 3 years that the LS1 came with the LS6 intake ,,,,,,,I will look up which years and edit this post in a min or 2 .

The LS1 intake 97-2000 # is 12560688 it has the EGR ,,,,,,2001-on LS1's got a LS6 intake with #'s 12561184 ,,,,,and the Z06 got intake #'s 12573572 ,,,,,,,,,not sure why if they're both LS6 intakes they have different #'s ? Maybe somebody else can answer that question

chrisfrost

iTrader: (8)

The 243 heads can be had for a very reasonable price in LS1 tech's classifieds and are the best bang for the buck ,,,,,,,,maybe $300-500/ pair and spend a few hundr more to get them ported and a valve job if they need it and they'll flow really good .

i r teh noobz

iTrader: (4)

I had a 2000 intake when I started the thread. I've since upgraded to an LS6 with a ported TB.

i r teh noobz

iTrader: (4)

After weeks upon weeks of reading, I went with the 5.3 heads and the 224/228 on 112. Hopefully it turns out well. If not, at least a cam swap will be cake after everything is installed.

I was about dead set on the 224r, but decided to go with the 224/228 as tons of people were suggesting split patterns. There's a few guys running this cam (and larger) in LM7 trucks over on performancetrucks with good results, so I doubt I'll have any issues. At worst, I'm out a few hundred bucks and learn something.

i r teh noobz

iTrader: (4)

I've been running the car on a DIY street tune since late summer. Power gain was noticeable, sound is very aggressive, driveability is near to stock. I'd suggest something a little smaller with an auto (or perhaps better tuning), as it surges a tad bit at low RPM cruise. I dropped .5 from my ET and gained 7 MPH trap speed on my home tune after about 5 passes (I don't do the dragstrip much).