LS7 cam in a LS1
Thread Starter
Staging Lane
Joined: May 2015
Posts: 72
Likes: 0
LS7 cam in a LS1 So i got this LS7 cam. i wanna put it in my LS1. the car is a A4 with 3:73 gears, stock stall, no shift kit. this is what the engine has..
stock block...
stock lifters...
stock(ls6) oil pump...
the good stuff....
LS 243 heads...
hooker 1 3/4 LT headers with 3in y pipe, spiral cats.
FAST 92mm intake with matching tb
volant cai
borla 3in cat back with cutout in place of plates.
160* t stat
the bad....
10psi oil pressure with engine fully warmed up...
i plan on doing some sort of engine rebuild this winter to solve oil psi issues and go through the motor. so my deal is i wanna use my LS7 CAM. i already know im gonna need more robust springs. no biggie, and a ls2 timing cover and all that stuff for the cam sensor...my thing is...should i stroke it? this is a very tight budget build here. would stroking it max out the heads? Intake? headers? not really interested in new heads...i feel like if im gonna eat new heads i might as well wait and just do a 408 stroker.
stock block...
stock lifters...
stock(ls6) oil pump...
the good stuff....
LS 243 heads...
hooker 1 3/4 LT headers with 3in y pipe, spiral cats.
FAST 92mm intake with matching tb
volant cai
borla 3in cat back with cutout in place of plates.
160* t stat
the bad....
10psi oil pressure with engine fully warmed up...
i plan on doing some sort of engine rebuild this winter to solve oil psi issues and go through the motor. so my deal is i wanna use my LS7 CAM. i already know im gonna need more robust springs. no biggie, and a ls2 timing cover and all that stuff for the cam sensor...my thing is...should i stroke it? this is a very tight budget build here. would stroking it max out the heads? Intake? headers? not really interested in new heads...i feel like if im gonna eat new heads i might as well wait and just do a 408 stroker.
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
A 383 stroker with a 4" stroke would certainly make better use of the ls7 cam than a 346, but if you are on a budget then I think you should focus on fixing what you have.
That oil pressure issue should be your first priority, as low oil pressure will kill a stroker even faster. If it's something in the engine, and not just a defunct sensor/gauge, then replacing all the bearings, rings, and seals is step one, which isn't cheap by itself... And way more if you factor in the cost of a forged stroker kit.
Depending on how much it will cost to refresh your ls1, you may consider buying a 6.0L, however you are taking the chance of buying a used motor that may actually be in worse condition than your ls1. Another thing to consider is that if you do stroke your ls1 to 383, and want to step up to the 408 down the road, all you will need is new pistons (and obviously the six liter block).
But stroker kits aren't the answer. On a budget, you will make much better use of your money getting your heads and intake ported, and having someone spec you a custom grind cam.
For right now, rebuild your ls1, and install the ls7 cam. Get a good tune and enjoy your car while you save some pennies to get your heads and intake ported.
That oil pressure issue should be your first priority, as low oil pressure will kill a stroker even faster. If it's something in the engine, and not just a defunct sensor/gauge, then replacing all the bearings, rings, and seals is step one, which isn't cheap by itself... And way more if you factor in the cost of a forged stroker kit.
Depending on how much it will cost to refresh your ls1, you may consider buying a 6.0L, however you are taking the chance of buying a used motor that may actually be in worse condition than your ls1. Another thing to consider is that if you do stroke your ls1 to 383, and want to step up to the 408 down the road, all you will need is new pistons (and obviously the six liter block).
But stroker kits aren't the answer. On a budget, you will make much better use of your money getting your heads and intake ported, and having someone spec you a custom grind cam.
For right now, rebuild your ls1, and install the ls7 cam. Get a good tune and enjoy your car while you save some pennies to get your heads and intake ported.
Stroking with stock heads is not a good idea....HP is in the heads, not displacement. Unless you are building a truck engine for towing or something that needs lots of low end TQ there's far better places to spend your $$. Ported heads on a stroker is worth it though once you budget properly for it. 
Stroking with stock heads is not a good idea....HP is in the heads, not displacement. Unless you are building a truck engine for towing or something that needs lots of low end TQ there's far better places to spend your $$. Ported heads on a stroker is worth it though once you budget properly for it.
Displacement offers more potential power, but if you don't get more air in or out, you don't get more energy out of the motor.
Thread Starter
Staging Lane
Joined: May 2015
Posts: 72
Likes: 0
ok...what heads would be ideal in a stroked LS1? sorry for asking alot of questions, it just seems that i have alot of good stuff for a stroker( intake/tb/headers) and i was under the impression that the 243 heads were superior for a 383 stroker
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Some advanced induction 226 or 236cc intake cnc 243's would do well on a stroker. So, yes, 243's can be made to work on a 383, but there are far better choices if you really want to stroke your ls1.
Some trick flow 220 "as cast" heads touched up by Brian tooley, or some mamo-fied mms220's would probably be as optimal as it gets for a 383.
The thing about stroking an ls1 is that you are still in what is considered small bore territory. So you have all the negative side effects of valve shrouding, limiting valve size, and consequently head flow. You also have cylinder sleeves that are prone to cracking when stressed. Stroker kits, or shorter rod ratios in general, put more side loading on the pistons, which in turn puts more stress on the cylinder sleeves. Making the ls1 an all around inferior candidate for a stroker kit.
That's why you will find a lot of people saying to either build your 346 as a badass 346, or get a six liter and stroke it... Then you can have a 408 with a ls3 top end, and all the power that comes with it.
Some trick flow 220 "as cast" heads touched up by Brian tooley, or some mamo-fied mms220's would probably be as optimal as it gets for a 383.
The thing about stroking an ls1 is that you are still in what is considered small bore territory. So you have all the negative side effects of valve shrouding, limiting valve size, and consequently head flow. You also have cylinder sleeves that are prone to cracking when stressed. Stroker kits, or shorter rod ratios in general, put more side loading on the pistons, which in turn puts more stress on the cylinder sleeves. Making the ls1 an all around inferior candidate for a stroker kit.
That's why you will find a lot of people saying to either build your 346 as a badass 346, or get a six liter and stroke it... Then you can have a 408 with a ls3 top end, and all the power that comes with it.
ls7 cam works very well in a ls1 engine, to the tune of about 60 hp on the top end. I think that ls7 cam has the timing ramp or timing wheel, if you will on the back of the cam like a stock ls1 cam. Some please post pics of the stock LS7 camshaft.
Trending Topics
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
With all else being equal, you will pick up power and MPH with displacement alone. You may not pick up peak power, but you will make more average power.
It's not just the heads either. The cam timing plays a huge role in the breathing abilities of the engine. More displacement lets you run a larger cam with more overlap and a later IVC than you would with a smaller/shorter stroke engine.
Now, I'm not arguing a good set of heads will not pick up some serious power, but a longer stroke crank is just as beneficial, if not more so.
I think that concept is highly debatable.
With all else being equal, you will pick up power and MPH with displacement alone. You may not pick up peak power, but you will make more average power.
It's not just the heads either. The cam timing plays a huge role in the breathing abilities of the engine. More displacement lets you run a larger cam with more overlap and a later IVC than you would with a smaller/shorter stroke engine.
Now, I'm not arguing a good set of heads will not pick up some serious power, but a longer stroke crank is just as beneficial, if not more so.
With all else being equal, you will pick up power and MPH with displacement alone. You may not pick up peak power, but you will make more average power.
It's not just the heads either. The cam timing plays a huge role in the breathing abilities of the engine. More displacement lets you run a larger cam with more overlap and a later IVC than you would with a smaller/shorter stroke engine.
Now, I'm not arguing a good set of heads will not pick up some serious power, but a longer stroke crank is just as beneficial, if not more so.
Obviously cam choice plays a role, nobody is debating that...Can you point to at least ONE specific example of a stroked ls1 383 with stock heads outperforming (on a racetrack, not average power BS) a stock 346 LS1 with a good heads/cam package (say Ai 226cc 243s and a DD cam since you say "a long stroke is just a beneficial if not more so" than good flowing heads. I'm all ears! I'm waiting... Where are all these fast 383 stock headed LS1 cars and what are they running? Inquiring minds need to know! 
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Man, when I brought up sticking the exact same 4" crank in a 4.8/5.3 block, to make it 359ci of displacement, everyone came out of the woodwork to tell me why stroking a motor is pointless without airflow. People were quoting engine builders, I think someone even posted a link to an article, saying how increasing stroke is the absolute worst value (hp/dollar) for increasing power.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
My vote is to build yourself a badass 346 using those 243 heads, after some AI or TEA lovin', balance and cyro your rotating assembly, rebuild your shortblock with all new bearings and rings and seals, and have your intake/tb professionally ported. I would get the tune dialed in to perfection and enjoy the everlasting **** out of it.
I would recommend that whatever cnc program you choose for your 243's, to keep the intake runner volume relatively small, like the advanced induction 218 or 226, for a naturally aspirated 5.7L ls1. Just something to think about.
Also, if you do decide to stroke your ls1, you should absolutely get larger headers. So that's another thing to consider.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
My vote is to build yourself a badass 346 using those 243 heads, after some AI or TEA lovin', balance and cyro your rotating assembly, rebuild your shortblock with all new bearings and rings and seals, and have your intake/tb professionally ported. I would get the tune dialed in to perfection and enjoy the everlasting **** out of it.
I would recommend that whatever cnc program you choose for your 243's, to keep the intake runner volume relatively small, like the advanced induction 218 or 226, for a naturally aspirated 5.7L ls1. Just something to think about.
Also, if you do decide to stroke your ls1, you should absolutely get larger headers. So that's another thing to consider.
Last edited by DavidBoren; Oct 14, 2015 at 09:34 AM.
Man, when I brought up sticking the exact same 4" crank in a 4.8/5.3 block, to make it 359ci of displacement, everyone came out of the woodwork to tell me why stroking a motor is pointless without airflow. People were quoting engine builders, I think someone even posted a link to an article, saying how increasing stroke is the absolute worst value (hp/dollar) for increasing power.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
My vote is to build yourself a badass 346 using those 243 heads, after some AI or TEA lovin', balance and cyro your rotating assembly, rebuild your shortblock with all new bearings and rings and seals, and have your intake/tb professionally ported. I would get the tune dialed in to perfection and enjoy the everlasting **** out of it.
I would recommend that whatever cnc program you choose for your 243's, to keep the intake runner volume relatively small, like the advanced induction 218 or 226, for a naturally aspirated 5.7L ls1. Just something to think about.
Also, if you do decide to stroke your ls1, you should absolutely get larger headers. So that's another thing to consider.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
My vote is to build yourself a badass 346 using those 243 heads, after some AI or TEA lovin', balance and cyro your rotating assembly, rebuild your shortblock with all new bearings and rings and seals, and have your intake/tb professionally ported. I would get the tune dialed in to perfection and enjoy the everlasting **** out of it.
I would recommend that whatever cnc program you choose for your 243's, to keep the intake runner volume relatively small, like the advanced induction 218 or 226, for a naturally aspirated 5.7L ls1. Just something to think about.
Also, if you do decide to stroke your ls1, you should absolutely get larger headers. So that's another thing to consider.
...it's ridiculous to suggest (by a mod no less) in a thread by someone who states is on a "very tight budget build" should be seriously considering a stroker kit on stock heads when theres much more gains to be had per dollar on a heads (and cam obviously). Yes, adding cubes alone adds some trap speed...but ported heads allowing superior airflow add a LOT more trap speed and are cheaper/easier/faster to install. Obviously cam choice plays a role, nobody is debating that...Can you point to at least ONE specific example of a stroked ls1 383 with stock heads outperforming (on a racetrack, not average power BS) a stock 346 LS1 with a good heads/cam package (say Ai 226cc 243s and a DD cam since you say "a long stroke is just a beneficial if not more so" than good flowing heads. I'm all ears! I'm waiting... Where are all these fast 383 stock headed LS1 cars and what are they running? Inquiring minds need to know! What I can cite for evidence is how cam only LS2’s are making 500whp on Mustang dynos. What that shows is that bone stock OEM heads are capable of flowing enough air to make more power than what most people make with higher flowing ported heads. The ones that do have just as much money and effort invested as someone who bought a shortblock.
So if unported 243/799 heads are capable of making 500whp, I would rather build a cheap 383ci LS1 and cam it accordingly (since I don’t have to worry about PTV and the extra 38ci will make that big cam drive better). The extra displacement is going to make more torque (and horsepower) pretty much everywhere in the RPM range a hydraulic roller operates in.
Man, when I brought up sticking the exact same 4" crank in a 4.8/5.3 block, to make it 359ci of displacement, everyone came out of the woodwork to tell me why stroking a motor is pointless without airflow. People were quoting engine builders, I think someone even posted a link to an article, saying how increasing stroke is the absolute worst value (hp/dollar) for increasing power.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
And the heads I brought up to use on the undersquare 359 outflow stock 243's, even on the small bore.
But suddenly there's support for stroking an ls1 using stock 243 heads... umm? Whatever.
I will say this though; think about why air flows in the first place. It’s the pressure differential that makes air flow into the engine. More displacement IS more airflow.
^For once I agree with you ...it's ridiculous to suggest (by a mod no less) in a thread by someone who states is on a "very tight budget build" should be seriously considering a stroker kit on stock heads when theres much more gains to be had per dollar on a heads (and cam obviously). Yes, adding cubes alone adds some trap speed...but ported heads allowing superior airflow add a LOT more trap speed and are cheaper/easier/faster to install.
...it's ridiculous to suggest (by a mod no less) in a thread by someone who states is on a "very tight budget build" should be seriously considering a stroker kit on stock heads when theres much more gains to be had per dollar on a heads (and cam obviously). Yes, adding cubes alone adds some trap speed...but ported heads allowing superior airflow add a LOT more trap speed and are cheaper/easier/faster to install.Last edited by KCS; Oct 15, 2015 at 12:19 AM.
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Plain and simple, the OP's main concern should be the oil pressure issue.
Secondly, the OP clearly states that this is a budget build. It's cheaper to refresh the parts you already have in your possession, rather than buying new ****.
Third, increasing displacement means new parts will be needed, such as bigger headers and preferably a bigger intake, as well. Probably bigger injectors, too. There goes the budget.
I mean, you can find probably hundreds of posts on this site about how stock displacement 346's benefit from going to 1-7/8" headers over the 1.75" headers he has now. So there's no way a 383 wouldn't be choking. Same exact argument for going from the fast 90 to a fast 102, even on stock cubes. And the 383 would almost surely require the larger intake.
So, you end up with a forged and stroked small bore shortblock, with stock heads and an undersized intake with an equally undersized exhaust...
OR...
You spend the same money refreshing your shortblock with the stock rotating assembly, and get a badass cnc port job on the heads, port the intake/tb, and come out with a much more efficient motor.
It's your choice.
PLUS, if you port the heads and intake/tb that you already have now, you can throw them on a six liter in the future. If you try take a 4" stroker kit out of the ls1 to put it in a ls2 block, you need new pistons and rebalance, etc etc. The top end swaps over without needing new parts or new machining.
Secondly, the OP clearly states that this is a budget build. It's cheaper to refresh the parts you already have in your possession, rather than buying new ****.
Third, increasing displacement means new parts will be needed, such as bigger headers and preferably a bigger intake, as well. Probably bigger injectors, too. There goes the budget.
I mean, you can find probably hundreds of posts on this site about how stock displacement 346's benefit from going to 1-7/8" headers over the 1.75" headers he has now. So there's no way a 383 wouldn't be choking. Same exact argument for going from the fast 90 to a fast 102, even on stock cubes. And the 383 would almost surely require the larger intake.
So, you end up with a forged and stroked small bore shortblock, with stock heads and an undersized intake with an equally undersized exhaust...
OR...
You spend the same money refreshing your shortblock with the stock rotating assembly, and get a badass cnc port job on the heads, port the intake/tb, and come out with a much more efficient motor.
It's your choice.
PLUS, if you port the heads and intake/tb that you already have now, you can throw them on a six liter in the future. If you try take a 4" stroker kit out of the ls1 to put it in a ls2 block, you need new pistons and rebalance, etc etc. The top end swaps over without needing new parts or new machining.
Last edited by DavidBoren; Oct 14, 2015 at 11:52 AM.
What I can cite for evidence is how cam only LS2’s are making 500whp on Mustang dynos. What that shows is that bone stock OEM heads are capable of flowing enough air to make more power than what most people make with higher flowing ported heads. The ones that do have just as much money and effort invested as someone who bought a shortblock.
So if unported 243/799 heads are capable of making 500whp, I would rather build a cheap 383ci LS1 and cam it accordingly (since I don’t have to worry about PTV and the extra 38ci will make that big cam drive better). The extra displacement is going to make more torque (and horsepower) pretty much everywhere in the RPM range a hydraulic roller operates in.
What I said was my disagreement that displacement is merely “potential for power”.
So if unported 243/799 heads are capable of making 500whp, I would rather build a cheap 383ci LS1 and cam it accordingly (since I don’t have to worry about PTV and the extra 38ci will make that big cam drive better). The extra displacement is going to make more torque (and horsepower) pretty much everywhere in the RPM range a hydraulic roller operates in.
What I said was my disagreement that displacement is merely “potential for power”.
We've also seen so many stroked engines make underwhelming numbers on the dyno and track, because they were not properly set up to support the air flow. And I think you'll agree that is also true - even here on Tech.
Maybe I'm just guilty of underestimating how well the stock 243 heads really perform. I see them as somewhat better than 241/853 heads, but nowhere near the aftermarket.
However, I also think that if you properly cam the engine - even on stock heads - you are adding airflow capability to let it breathe, which is really where I was going with my earlier post. if you choke the motor, it will only perform so well. It has to be able to breathe.
Maybe a better way to say what I meant would be to say "adding displacement without the supporting mods will greatly limit the benefit of adding displacement". Your engine now has far more potential than it did, but poorly chosen heads and cam will hold it back. As always, all about the combination.
Unfortunately, someone who puts up the time and money to build a 383 and then leave stock heads on it is pretty rare, much less someone who has good track times as well. Finding that and then finding a comparable heads/cam car with good track times in comparable weather ....
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Yes, but without the aforementioned supporting mods, the benefits of adding displacement will be negligible.
However, there is a ton of room for the OP to maximize what he already has.
I guess it's just personal preference if you want a small efficient air pump, or a big inefficient one.
However, there is a ton of room for the OP to maximize what he already has.
I guess it's just personal preference if you want a small efficient air pump, or a big inefficient one.
Yes, but without the aforementioned supporting mods, the benefits of adding displacement will be negligible.
However, there is a ton of room for the OP to maximize what he already has.
I guess it's just personal preference if you want a small efficient air pump, or a big inefficient one.
However, there is a ton of room for the OP to maximize what he already has.
I guess it's just personal preference if you want a small efficient air pump, or a big inefficient one.
I'll take the bigger "inefficient" motor if it goes faster any day of the week.
Doesn't it suck that one would have to choose between a stroker or heads.
If I had to choose between the two due to budgetary constraints, I would pick the stroker. Simply because it is easier to add heads to a stroker later than to add a stroker to heads. Also, a stroker with a bigger cam will definitely squeeze more power out of your existing heads while you save up for the good stuff.
If I had to choose between the two due to budgetary constraints, I would pick the stroker. Simply because it is easier to add heads to a stroker later than to add a stroker to heads. Also, a stroker with a bigger cam will definitely squeeze more power out of your existing heads while you save up for the good stuff. Unfortunately, someone who puts up the time and money to build a 383 and then leave stock heads on it is pretty rare, much less someone who has good track times as well. Finding that and then finding a comparable heads/cam car with good track times in comparable weather would require time and energy I’m not willing to waste just to prove a point on the internet. You are more than welcome to try since you expect the same of me.
What I can cite for evidence is how cam only LS2’s are making 500whp on Mustang dynos. What that shows is that bone stock OEM heads are capable of flowing enough air to make more power than what most people make with higher flowing ported heads. The ones that do have just as much money and effort invested as someone who bought a shortblock.
So if unported 243/799 heads are capable of making 500whp, I would rather build a cheap 383ci LS1 and cam it accordingly (since I don’t have to worry about PTV and the extra 38ci will make that big cam drive better). The extra displacement is going to make more torque (and horsepower) pretty much everywhere in the RPM range a hydraulic roller operates in.
I don’t agree with them either, except I probably would have recommended boring the block to 3.905” since you’re going through all the trouble.
I will say this though; think about why air flows in the first place. It’s the pressure differential that makes air flow into the engine. More displacement IS more airflow.
Don’t put words in my mouth. I didn’t suggest anything to anyone. What I said was my disagreement that displacement is merely “potential for power”.
What I can cite for evidence is how cam only LS2’s are making 500whp on Mustang dynos. What that shows is that bone stock OEM heads are capable of flowing enough air to make more power than what most people make with higher flowing ported heads. The ones that do have just as much money and effort invested as someone who bought a shortblock.
So if unported 243/799 heads are capable of making 500whp, I would rather build a cheap 383ci LS1 and cam it accordingly (since I don’t have to worry about PTV and the extra 38ci will make that big cam drive better). The extra displacement is going to make more torque (and horsepower) pretty much everywhere in the RPM range a hydraulic roller operates in.
I don’t agree with them either, except I probably would have recommended boring the block to 3.905” since you’re going through all the trouble.
I will say this though; think about why air flows in the first place. It’s the pressure differential that makes air flow into the engine. More displacement IS more airflow.
Don’t put words in my mouth. I didn’t suggest anything to anyone. What I said was my disagreement that displacement is merely “potential for power”.
500 rwhp on stock 243s is hardly the norm......racing dynos is meaningless bench racing unless there's real world results to support. Exactly my point about why there's not many ls1 383's with stock heads and it's a rare combo..it's a dumb idea!
