Tsunami Cam Setup
Tsunami Cam Setup Im building my 1st LS1 for a 1990 rx7 I just picked up. The motor is from a 2002 ss w/89k miles, and it will be mated to a t56. I understand a bigger cam is not always better, and that this camshaft is considered to be on the larger side of things. My question is, can a factory bottom end/rotating assembly provide this cam the support it needs to shine with the appropriate bolt ons? At the moment, I am torn between prc 2.5 5.3/243 heads; my gut tells me I will need the compression bump with a 235/240 duration cam, but many on here seem to suggest otherwise. Planning on LT/stock intake port/possible injectors for e85. I'm looking for high 400s-500hp to the wheel...crazy talk? I am not opposed to fly cutting the pistons in order to mill the heads and bump up compression.
Having a hard time sifting through all the input on here
Thanks guys!
Having a hard time sifting through all the input on here
Thanks guys!
Yes, I think your numbers are obtainable if everything is just right. Tune included. Light car and stick, that's not really that *big* of a cam in the whole scheme of things. Check your intake. You will want a true LS6 intake or perhaps something better...but the LS6 is far better than the LS1. Some LS1s came with said intake so do your research. Compression is your friend for sure in a N/A setup. The real 5.3s come with a small chamber to start with but those aren't as plentiful so often places like PRC are actually milling down larger heads. Not really a problem per se but if you can find some honest 862s ported you start with about a 62cc chamber and with a very small mill you can get to 11:1 easily and still have plenty of PTV. Maybe PRC sinks the valves to make up for it. IDK. Not beating up on them at all; I hear it is a fine product. Just giving you food for thought. The 862s do need a valve job to install the LS1-sized 2" intake but I am sure any shop would do this automatically.
What are you doing with the car? Where/how often will you drive it? Any pet peeves? That info will help you choose a cam. And just get a custom cam for the same price.
What are you doing with the car? Where/how often will you drive it? Any pet peeves? That info will help you choose a cam. And just get a custom cam for the same price.
Your bottom end will be fine with that cam, heads, and full-bolt-ons. As long as the tune is good and safe, it won't be an issue. I also agree that you should run as much compression as your fuel will allow given the big cam. Compression will help Band-Aid the loss of power/torque in the low RPM band. If you're going to run e-85 and don't care about fly-cutting, you could really run a high compression if you wanted to.
We don't mill down a larger head and call it a 5.3. That really doesn't make since at all knowing all 5.3 heads have the same chamber. Some 5.3's came with a 243 head but that wouldn't be considered a 5.3 head and would actually be better anyway.
As far as a 243 head, again we don't mill down a different head and call it a 243 either.
As far as a 243 head, again we don't mill down a different head and call it a 243 either.
Yes, I think your numbers are obtainable if everything is just right. Tune included. Light car and stick, that's not really that *big* of a cam in the whole scheme of things. Check your intake. You will want a true LS6 intake or perhaps something better...but the LS6 is far better than the LS1. Some LS1s came with said intake so do your research. Compression is your friend for sure in a N/A setup. The real 5.3s come with a small chamber to start with but those aren't as plentiful so often places like PRC are actually milling down larger heads. Not really a problem per se but if you can find some honest 862s ported you start with about a 62cc chamber and with a very small mill you can get to 11:1 easily and still have plenty of PTV. Maybe PRC sinks the valves to make up for it. IDK. Not beating up on them at all; I hear it is a fine product. Just giving you food for thought. The 862s do need a valve job to install the LS1-sized 2" intake but I am sure any shop would do this automatically.
What are you doing with the car? Where/how often will you drive it? Any pet peeves? That info will help you choose a cam. And just get a custom cam for the same price.
What are you doing with the car? Where/how often will you drive it? Any pet peeves? That info will help you choose a cam. And just get a custom cam for the same price.
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Joined: Jun 2014
Posts: 305
Likes: 1
From: Houston, Texas
I am currently running that cam, and I have untouched 243's and bolt ons. With some aftermarket heads such as AFR, Darts, or something from mamomotorsports and a Fast 102 you can do it. My drivability is something I can live with and I can see the potential this cam has even with a stock LS6.
Dont skimp on the heads, and get something that has a good curtian area and get your compression around 11.5+ if possible without PTV issues. Also make sure you get a quality set of springs such as BTR Titanium .660's if possible. I'd stay in the 225-227cc range in the heads to help facility a high port velocity. Dont get too caught up with flow numbers as all of the brands I just mentioned will be somewhat close. Curtain area, port velocity, compression ratio, and valvetrain control are all of upmost importance
The FAST 102 will also be another factor. Last but not least is exhaust. Get you a nice 1-7/8 header and free flowing exhaust.
Good luck and 500 RWHP can be had from a 346 now adays. Just gottta do it right.
Dont skimp on the heads, and get something that has a good curtian area and get your compression around 11.5+ if possible without PTV issues. Also make sure you get a quality set of springs such as BTR Titanium .660's if possible. I'd stay in the 225-227cc range in the heads to help facility a high port velocity. Dont get too caught up with flow numbers as all of the brands I just mentioned will be somewhat close. Curtain area, port velocity, compression ratio, and valvetrain control are all of upmost importance
The FAST 102 will also be another factor. Last but not least is exhaust. Get you a nice 1-7/8 header and free flowing exhaust.
Good luck and 500 RWHP can be had from a 346 now adays. Just gottta do it right.
This is all very helpful, thanks to everyone who replied. The guys at TSP have been so helpful I'm going through them for the majority of the setup. Time to do a little bit more reading before I make the leap.
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I am by no means trying to cause a fuss here.. But you are being a good vendor and responding so I am curious on this specific situation. I really thought that you guys used to list an actual set of 2.5 5.3 heads on your website. I recall calling and asking about them, maybe 1.5-2 years ago when I was looking at buying my first set of LS heads. I was told on the phone that since 862s and 706s weren't production parts anymore that I would perhaps get a different casting(243 maybe even?) that you would machine to the same specs as the /PRC 2.5 5.3/ and it would perform the same or better. Now 243 ports and chambers are demonstrably better; no question of that. But when comparing a 64.5cc head to a 61.15cc head, it tells me that to get to the same combustion chamber size, you would have to mill the 243 3.35cc or about .020" is my only point. 243 is better. But for same compression ratio the valve might be closer to the piston and a concern with a big cam.
Do you offer the 2.5 5.3 as a part any longer? I can only find the service for sending your own heads in for that job...so if that's all that is offered now, I kinda understand why my original statement was odd. Maybe I dreamt all of this IDK. Wasn't trying to bash your product or company at all.
Thanks.
Do you offer the 2.5 5.3 as a part any longer? I can only find the service for sending your own heads in for that job...so if that's all that is offered now, I kinda understand why my original statement was odd. Maybe I dreamt all of this IDK. Wasn't trying to bash your product or company at all.
Thanks.
We don't mill down a larger head and call it a 5.3. That really doesn't make since at all knowing all 5.3 heads have the same chamber. Some 5.3's came with a 243 head but that wouldn't be considered a 5.3 head and would actually be better anyway.
As far as a 243 head, again we don't mill down a different head and call it a 243 either.
As far as a 243 head, again we don't mill down a different head and call it a 243 either.
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I pulled the trigger on a pair of PRC 225 62cc heads and a Tsunami cam on a 111 lsa. I did some research and discovered that my pull out ls1 did in fact come from factory with a ls6 intake (2002 ss); i verified this by examining my intake. Im going to a trusted local engine shop this week to discuss PTV/milling the heads/flycutting my pistons.
At this point, would running the factory LS6 intake be a huge hinderance for my setup? Im planning on 1 7/8 LT, just curious if the intake could keep up.
I pulled the trigger on a pair of PRC 225 62cc heads and a Tsunami cam on a 111 lsa. I did some research and discovered that my pull out ls1 did in fact come from factory with a ls6 intake (2002 ss); i verified this by examining my intake. Im going to a trusted local engine shop this week to discuss PTV/milling the heads/flycutting my pistons.
At this point, would running the factory LS6 intake be a huge hinderance for my setup? Im planning on 1 7/8 LT, just curious if the intake could keep up.
If you truly are shooting for high 400 dyno numbers bottom line is this in fact. You will need a Fast 92 or 102 with a minimum 42lb injector.
This is not an easy task, mid 450 is more along the line of what you'll see.
BTR TFS FTW
This is not an easy task, mid 450 is more along the line of what you'll see.
BTR TFS FTW
well i just tore off the factory heads tonight and found rust has pitted one of my driver's side cylinder walls, so it looks like Im going to be going through the short block/honing now. 
on the bright side, 500 shouldn't be a problem with forged internals/higher compression pistons
on the bright side, 500 shouldn't be a problem with forged internals/higher compression pistons I am by no means trying to cause a fuss here.. But you are being a good vendor and responding so I am curious on this specific situation. I really thought that you guys used to list an actual set of 2.5 5.3 heads on your website. I recall calling and asking about them, maybe 1.5-2 years ago when I was looking at buying my first set of LS heads. I was told on the phone that since 862s and 706s weren't production parts anymore that I would perhaps get a different casting(243 maybe even?) that you would machine to the same specs as the /PRC 2.5 5.3/ and it would perform the same or better. Now 243 ports and chambers are demonstrably better; no question of that. But when comparing a 64.5cc head to a 61.15cc head, it tells me that to get to the same combustion chamber size, you would have to mill the 243 3.35cc or about .020" is my only point. 243 is better. But for same compression ratio the valve might be closer to the piston and a concern with a big cam.
Do you offer the 2.5 5.3 as a part any longer? I can only find the service for sending your own heads in for that job...so if that's all that is offered now, I kinda understand why my original statement was odd. Maybe I dreamt all of this IDK. Wasn't trying to bash your product or company at all.
Thanks.
Do you offer the 2.5 5.3 as a part any longer? I can only find the service for sending your own heads in for that job...so if that's all that is offered now, I kinda understand why my original statement was odd. Maybe I dreamt all of this IDK. Wasn't trying to bash your product or company at all.
Thanks.
What you wouldn't just automatically know is that in order to get the larger 2.02, 1.57 valves into the 5.3 head and get the head the way we want it, we have to take out part of the chamber. This is all done with a cnc machine but it gives the head about a 63cc chamber instead of a 61. This wouldn't have anything to do with which head you get but it makes the heads very similar. They are within 8cfm once complete but the 243/799 is still the better head. Just not by the same margin as they were in stock form.
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