5.3 Sleeper cam???
Thread Starter
TECH Apprentice
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Thanks Russ for the reply,
I presume that is up until a certain point?
Would using the high lift 212/218 or the 220 with 0.5'ish lift be ok?
Is it only when left is exceeding 0.6 that hardened pushrods are recommended?
I presume that is up until a certain point?
Would using the high lift 212/218 or the 220 with 0.5'ish lift be ok?
Is it only when left is exceeding 0.6 that hardened pushrods are recommended?
TECH Senior Member
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From: BFE
Actually even stock the push-rods are a weak link and a power robber. Not only would you benefit greatly from hardened but thicker as well like 11/32s or tapered end 3/8s
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Like I mentioned previously I don't want all out power or torque as the chassis wont be able to put that power down. Somewhere between 350 & 400 will be more than enough.
I will most likely be using block hugger type headers and be retaining the LS6 injectors.
Again comparing cost I could get an LS6 cam, PAC 1218's, new pushrods and lifters for probably the same as an aftermarket cam and springs alone.
It's a tough choice but also as I mentioned before I want to enure I can meet emissions tests.
I had contemplated changing the cam at a later date and putting in a set of PAC 1518's now so the heads could be refitted. Get the whole rest of the car built up and then at a later date change the cam but it would be so much easier to do now.
Thread Starter
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For passing emissions go with a cam that has at least -6* overlap to allow for variations from the advertised specs. Myself I'd go with at least -8* OL .
212/218 113lsa has -11* OL
212/218 114lsa has -13* OL
212/218 115lsa has -15* OL
216/220 114lsa has -10* OL
216/220 113lsa has -8* OL
212/218 113lsa has -11* OL
212/218 114lsa has -13* OL
212/218 115lsa has -15* OL
216/220 114lsa has -10* OL
216/220 113lsa has -8* OL
If you're considering going with the PAC1518s, I'd look at one of PACs newer valve springs they have out, the 1211X.
The 1211X has better spring rates, a lower prices and IMO the quality is just as good as the 1518s. I'd buy them over the 1518s any day!
http://www.ws6project.com/user_stor/...oducts_id=5134
The 1211X has better spring rates, a lower prices and IMO the quality is just as good as the 1518s. I'd buy them over the 1518s any day!
http://www.ws6project.com/user_stor/...oducts_id=5134
Thread Starter
TECH Apprentice
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Right I've just been rereading some cam info again and now I think I see why 99Bluz28 commented on his two suggested cams were both -11* overlap.
Am I right in thinking that 0 or negative overlap are conducive to helping cams meet emissions?
It seems to be the general consensus I am getting from other threads. One person even commented that he fitted a 228 cam that meets emissions due to the fact it has 0 overlap.
Any comments on this?
*Edit: you beat me to it!*
Am I right in thinking that 0 or negative overlap are conducive to helping cams meet emissions?
It seems to be the general consensus I am getting from other threads. One person even commented that he fitted a 228 cam that meets emissions due to the fact it has 0 overlap.
Any comments on this?
*Edit: you beat me to it!*
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Verdad Gallardo Thread Starter
TECH Apprentice
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If you're considering going with the PAC1518s, I'd look at one of PACs newer valve springs they have out, the 1211X.
The 1211X has better spring rates, a lower prices and IMO the quality is just as good as the 1518s. I'd buy them over the 1518s any day!
http://www.ws6project.com/user_stor/...oducts_id=5134
The 1211X has better spring rates, a lower prices and IMO the quality is just as good as the 1518s. I'd buy them over the 1518s any day!
http://www.ws6project.com/user_stor/...oducts_id=5134
A 228 passing is rare even with it tuned just to pass smog, and additives added to the fuel. Do you want to be sure it'll pass smog, or worry and hope it'll pass smog?
Thread Starter
TECH Apprentice
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Using your suggestion as an example and using this useful calc I just found http://www.wallaceracing.com/overlap-calc.php it shows that the 220/220 on a 114LSA has an overlap of -8*.
It's a very useful tool and if it is to be believed I could run a 220 'sleeper cam'.
What do you think?
Last edited by TableLeg; Sep 2, 2013 at 04:05 PM.
So, you'll be using stock unported heads, an shorty/block hugger headers, is that correct?
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
Last edited by 99Bluz28; Sep 2, 2013 at 05:42 PM.
Thread Starter
TECH Apprentice
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So, you'll be using stock unported heads, an shorty/block hugger headers, is that correct?
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
Great info and help
In answer to your question yes that is right, stock heads and block hugger type headers but I also have an LS6 intake and ported TB.
On The Tree
Joined: Jul 2013
Posts: 129
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It's going to idle super smooth with that LSA and no overlap. It will make good power without having to give up much low end torque and its a great choice if you want to throw. Turbo or SC in the car at a later date. It will work well with spray too and can be had cheap too.
Yes ls9 requires a front cover change... you can get it from lingenfelter for like $140 and then cam harness for about $25. I wouldnt want to give up that much torque down low. As per what was posted on the first page about the cam test. I have an l33 also and ran the ls2 cam since it was a free cam to me. In my opinion is the best of the stock cams that keeps most the torque. The l33 already has the ls2 timing set and has the correct sprocket for the cam sensor. I gained a decent amount of power in my opinion as i put down 371hp and 348 torque std corrected. SAE numbers were 10/10 less. I used the stock l33 springs which or ls2 springs. All i did was change cam, front cover and harness. My engine has 136k miles on it and has been performing wonderfully the last few thousand miles since cam swap.
An aftermarket cam will obviously gain more all over the curve but for me a stock cam change was enough. I have a post in the dyno section about what bolt on's i have. I will be doing a turbo cam real soon and running that n/a for awhile while i piece together a turbo kit. I just didnt have the money for a complete valvetrain redo for a performance cam at this time. So this was the cheapest route with the best results for me. I'm guessing i am putting down stock ls1 numbers, maybe a little higher but with less torque. I will be running the track on the 14th so we shall see. My previous best with a stock ls1 untuned was a 12.9 so i'm hoping to match that at least if not beat it.
Thread Starter
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So, you'll be using stock unported heads, an shorty/block hugger headers, is that correct?
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
If so, then I'd run something like a 218/222 114lsa which will help with the somewhat restrictive exhaust flow, and still have -8* overlap.
Cam Motion, C33-674; 218/222, .544"/.544", 114lsa+4
or a CompCams custom grind; 218/222, .563"/.566", 114lsa+3(111 ICL)
which can be configured here:
http://www.texas-speed.com/p-161-com...-camshaft.aspx
Looking at the two cams you have suggested one has more lift than the other.
This poses two questions that I hope you can offer some thoughts on.
1, The higher lift cam, Is this likely to yield more torque/hp than the lower lift cam?
2, Could both of these cam be used with PAC 1218's or would the TSP cam with highest lift 0f 0.566 be safer with PAC 1518 or 1211x's? Would using LS6 springs be too close for the lower lift cam?
Thanks in advance.
Thread Starter
TECH Apprentice
Joined: May 2013
Posts: 329
Likes: 9
Yes ls9 requires a front cover change... you can get it from lingenfelter for like $140 and then cam harness for about $25. I wouldnt want to give up that much torque down low. As per what was posted on the first page about the cam test. I have an l33 also and ran the ls2 cam since it was a free cam to me. In my opinion is the best of the stock cams that keeps most the torque. The l33 already has the ls2 timing set and has the correct sprocket for the cam sensor. I gained a decent amount of power in my opinion as i put down 371hp and 348 torque std corrected. SAE numbers were 10/10 less. I used the stock l33 springs which or ls2 springs. All i did was change cam, front cover and harness. My engine has 136k miles on it and has been performing wonderfully the last few thousand miles since cam swap.
99Bluz28,
Looking at the two cams you have suggested one has more lift than the other.
This poses two questions that I hope you can offer some thoughts on.
1, The higher lift cam, Is this likely to yield more torque/hp than the lower lift cam?
2, Could both of these cam be used with PAC 1218's or would the TSP cam with highest lift 0f 0.566 be safer with PAC 1518 or 1211x's? Would using LS6 springs be too close for the lower lift cam?
Thanks in advance.
Looking at the two cams you have suggested one has more lift than the other.
This poses two questions that I hope you can offer some thoughts on.
1, The higher lift cam, Is this likely to yield more torque/hp than the lower lift cam?
2, Could both of these cam be used with PAC 1218's or would the TSP cam with highest lift 0f 0.566 be safer with PAC 1518 or 1211x's? Would using LS6 springs be too close for the lower lift cam?
Thanks in advance.