blackfbird98

Hey guys I need some suggestions here so I can get going on getting my car back together, here’s my problem

My 5.7 went so I picked up a 2000 lq4 block and am having it bored .30 for a 370 and am wanting to reuse my prc 2.5 ls6 heads that we’re milled for my tap v3 cam I was running in the 5.7...well I got the 5.7 apart and the cam is shot so I’m in the process of getting a new cam, I’ve been back and fourth with Texas speed several times about my heads and what cam I could get and I keep getting different answers every time. I’m either told the tsp v2 will fit and then that the tsp v4 cam will fit then someone else tells me the v4 won’t fit so I’m confused. I would REALLY like to run the tsunami cam from them with these heads, and here are the specs on my heads per Texas speed

2.02 intake 1.575 exhaust
Milled .20
.10 valve inset

I’m using a stock 216 cast crank and stock ls2 rods for the lq4 as of right now I don’t have pistons, I am deciding between the enginetech set on eBay that comes with rings but no valve relief or d.s.s racing with -5 valve relief. My goal is to get as close to 500whp as possible hence why I’m trying to go as big as possible with what I got and also the car won’t see track time it’s mainly my daily during the summer months only and wanted to save some money by going with the flat top engine tech pistons but again idk what I can get away with ptv clearance wise with these heads

HCI2000SS

iTrader: (2)

Even if you can run the V4 cam how do plan on adding close to 60 hp from your previous setup? If nothing else changes (except the cam a little bit) the power should be very similar. I don't see why that cam shouldn't fit though

tech@WS6store

iTrader: (2)

What intake/maf/manifold are you running?

farmington

iTrader: (14)

He's adding .5 liters of displacement. That alone should give him 30-40 hp.

HCI2000SS

iTrader: (2)

Adding displacement with all else being exactly the same won't add any power to speak of. All it will do is peak a tad earlier and have a little more torque

tech@WS6store

iTrader: (2)

I put the exact same cam in an 04 ls6 z06 and an 05 c6 m6 and c6 ls2 made 420 vs 400. So yes, it will gain.
Near identical mods to both basically halltech cai and full exhaust. Was a 230/236 cam.

HCI2000SS

iTrader: (2)

When I took the top end of my LS1 and put it on my LQ9 it made exactly 4 hp more. Same dyno both runs. Same intake, same heads, same cam, same exhaust, and same eveything else. My compression went up slightly but not enough to make a real difference

blackfbird98

As of right now reusing my ls6 intake ported stock throttle body and stock maf which I know is limiting me I am planning on switching to a fast 102, 100mm maf and 102 throttle body once I get the funds

blackfbird98

I wouldn’t want to run the v4 for two reasons, for one it’s too similar to the v3 and I felt that I could go bigger, and two after doing some research I found a lot of guys run the tsunami with the prc ls6 heads with similar nods as me making close to 460-480 at the wheels which would be perfect in my mind, I plan on running a 25% underdrive upgrading my whole intake setup and max out this setup the best I can to get as close as possible to 500whp, I know it’s wishful thinking but I would be extremely happy to be around that 460-480 range

tech@WS6store

iTrader: (2)

The diff between the tsunami amd ms3 is miniscule at best really. Splittin hairs.

NAVYBLUE210

That statement more accurately applies to increased stroke VS
increased Bore, especially if the initial combo is not limited by
Heads first, Cam & Intake, second.

blackfbird98

I was goin after the tsunami because of their advertisement that it has slightly more ptv than the ms3

tech@WS6store

iTrader: (2)

We have some stock pistons that have a slightly reduced CH and sit at deck not .009 - .012 out so they gain quite a bit of extra ptv also. $300 for pistons and rings. Hard anodized top also. Floating pin. Flat top no valve relief.
Yes the tsunami will have slightly better ptv like they said. That being said, make sure you have an adj timing set and a good pushrod length checker to verify all that. And maybe some machinists clay and checker springs.

NAVYBLUE210

Between the Tsunami & MS3, I would choose the Tsunami,
235* Intake is plenty for your combo, extra .029" lift will
Benefit your combo more than +3* Intake Duration IMO,
Especially once you upgrade to 102/102!
The +5* Exhaust Split is a hair better than +4*. So while some say
"Splitting hairs" each split adds to Tsunami VS MS3.
112*+3* should give more PTV VS MS3 w/111* +3* LSA also.
Just my .02

tech@WS6store

iTrader: (2)

The dur adv and @.200 etc are diff as well cant just look at .050 and say that. as far as splits go thats not actually proven. For every 5*+ there is a 4*- that performs also.
The ms3 is std on a 112 but any lsa is an option and icl now also.

NAVYBLUE210

No. Comment on the 0.29" lift advantage?

Likely the most Beneficial difference, especially
for Heads that don't stall before ~.630

Duration #s @ .200" not available from TSP Site.

Exhaust/Intake ratios below 75% generally benefit from greater
Exhaust Splits especially at 6500+ RPM. IF 6-8*+ is
Optimal than +5* is better than +4*.

tech@WS6store

iTrader: (2)

The extra lift would matter some but the differences in the dur before .050 after should be looked at as well.
I have special access to quite a few extra specs not public.
The way the duration works you might see it carry almost as far as the ms3 if they arr both cut the same but if you want to use a more direct comparison look at the tsp stg 2 truck cam dyno vs stg 3. pretty close to diff from tsunami vs ms3 minus the extra lift. Give you a good, real world comparo to measure with.

NAVYBLUE210

"Special Access"
Secret Data
truck cams, add, subtract, compare to different cams
Different profiles before, after .050"

Do you proof your posts?
LOL
Pretty Convoluted.

tech@WS6store

iTrader: (2)

Read it top to bottom left to right. I said nothing about adding or subtracting.

If you want an easy comparison take a look at those 2 dynos.
Youre the one saying if 6-8 is good then 5 must be better than 4 and all the other numbers. Its all theory until its proven...just like the 2 dyno graph i mentioned at looking at. Those are real world. and 4* from each other on both on an all stock 5.3 not some ringer or one off build like you nearly always see in a magazine build now days.
Saying you have to run 5 and 4 wont work above 6500 and 6 to 8 is even better is purely conjecture and not a fact. If 1* more split is better above 6500 then why arent 3 to 4 more degrees on intake and exhaust better as well?

NAVYBLUE210

Left to Right on your previous post.

ALSO,
I NEVER said "you have to run 5 and 4 won't work"

I said "IF +6-8* Exhaust Split is ideal for Cylinder Heads with
Less than 75% E/I ratio above 6500 RPM, then +5* would
Be better than +4*"

Top Tier Cathedral Heads (MMS, TFS, AFR ...) with Optimized exhaust (1 7/8" LTS & True Duals or maximal Y) perform best with +4-8* exhaust splits NA.
Ported OE Cathedrals generally need a little more exhaust duration.
"Real World"

(If that is hypothetical, why do most
LS3 specific cams have +8-12* exhaust splits?)

The comparison was between the Taunami VS MS3 on a
370" with TSP LS6 Stage 2.5 Heads.

You have a Nasty habit of putting words in people's mouths as well as
Commenting on other Vendors parts, performance & availability
and are often Wrong!