I am swapping an 60000 mile lq9 into my 70 camaro I will be using 243 heads and ls6 or dorman ls2 intake depending on what I get best deal on. It will be backed by a stage 2 t56 and either 3.90 or 4.11 gears. I contacted both btr and pcm of nc (who will be doing my tuning) about cam choice pcm of nc recommend there hellcat cam 235/243 .62x/.62x lift . btr says use there ls3 stage 3 cam 229/244 .615/.595 cam. I am a little confused by btr recommending an ls3 cam. Does anyone have any experience with either of these cams?

 

Those are both very large cams that may not give you what you want for bottom end/parking lot low rpm driving.
I would recommend our high lift asa cam. Works with cathedral heads no issue and will make mid 400s with your setup (mill the heads .020) with no effort.
Use beehive springs to keep the cost down or go duals.
Lots of options and i believe the perfect cam for your setup.

 

Pro LS cams are another option. What are you wanting to do with the '70? Street, Drag, Autox? What kind of behavior are you looking for out of it?

 

mainly street/strip with a rough idle. My tuner pcm of nc recommend ed staying with 1 of there's or btr or tsp. Due to them being familier with those cams.

 

Sure thing and that's understandable because they've had experience with them. With your gear, our Pro LS stage 3 SUM-8708 231/242 113 +3 .600/.600 would give you a mean idle depending on where you set idle. Driveability would still be good.

Another option if you want this thing to be really mean is SUM-8709 Stage 4 (237/246 113 + 3 .625/.605).

Both are easy on the valvetrain and will pull hard up high with some springs like the new TFS-2500286P Double Platinum Nanopeen double springs with steel retainers or the TFS-2500287P with Titanium retainers.

Here's a link to the Dorman intake on our site. Depending on your budget, TEA could do their killer valve job on those heads and pick you up a lot of power. Milling isn't much and could pop 11.5:1 with ease. Of course their full blown CNC is always an option too.

 

I would put some though into which transmission gear set you would like; as the T56 (or TR6060) based transmission have different gear ratios available. Then think about a differential gear ratio.

Having a radical Camshaft which requires some good old gear multiplication can be obtained without giving up highway driving thanks to double overdrive transmissions; such as the T56 and TR6060 designs.

For example on one of my cars (1987 Camaro with street tires: 315/40r18 = 28" tall tires)...

I prefer one of the close ratio gear sets with double overdrive (1st: 2.66:1 2nd: 1.78:1 3rd: 1.30:1 4th: 1.00:1 5th: 0.74:1 6th: 0.50:1)
With those gears, I prefer a 4.30:1 differential gear ratio... This provides great acceleration in the first 4 gears and amazing cruising speeds in overdrive.

The 4.30:1 rear ratio with the 0.50:1 6th gear ratio is equivalent to having an old Muncie 4 speed transmission (NO overdrive) and 2.15:1 differential gear ratio.
2.15s in the rear!!! Imagine the highway driving at very low RPM or the top speed attainable (With the needed horsepower of course).

On the other hand many options or combinations are attainable with the t56 (or TR6060) based transmissions.

Wide ratio gear sets are available (up to 3.36:1 or 2.97:1 First gear ratios available) as well as more conservative Fifth and Sixth gear ratios from factory gear sets.
Custom gear sets are also available if desired... single overdrive gear sets are popular as well.
Going this route with 3.23:1 or 3.55:1 differential gear ratios would work out well.

 

I was originally planning on 4.56 gear as with the 275/40/17 I'm running it would put me at around 2000rpm at 68-70 but I was told anything over 4.11 would weaken the rear end I'm running a 8.5 I am still researching stuff and have found too much conflicting info.

 

Wht kind of hp are you seeing with this cam in a 6.0. Saving over a $100 compared to the other cams is a plus. I would like to see 400-450 rwhp if my budget will allow.

 

The tsunami on a 113 would definitely beat both of those with the tsp dual spring kit, in house machined ti retainers and 1 piece seat/seal design.
Perfect kit there. If you want the larger cam. They grind the cam in house and their quality control is next to none. That is why we chose them to grind our 3 signature cams :-)

Our high lift asa uses pac1218 springs also and makes some killer torque with just milled stock heads. Made 430/420 on an ls1 with ls6 intake and milled .030 243 heads with untouched runners. Definitely a pur budget cam and makes better power than some other larger ones.. in a 6.0 i see you hitting mid 400s easily.

They all have over 10* of overlap so even with a 3.90+ they will be hard in the parking lot or in some lower rpm areas.

 

4.56:1 differential gears would be great if you go with the 0.50:1 6th gear.

Yes, Relatively speaking... the taller differential gear ratios require a pinion gear with fewer teeth and thus is a smaller weaker pinion gear.
I do mean "RELATIVELY" weaker. To say that the pinion gear is now made of glass compared to the pinion of a 3.23:1 gear set is a LIE and exaggerating.

While the 8.2"/ 8.5" ring gear based GM "ten bolt" differentials are the stronger variants of the "ten bolt" differentials... They are not very strong compared to a GM "twelve bolt".

Aftermarket Parts do help to strengthen a 8.5" ten bolt... so you have options.
However when you get to a point of about 600.00-700.00 HP to the tires with slicks and excellent traction; the differential is going to have problems staying together no matter what ratio gear set is stuffed in side.

At that point; a worth while investment would be an aftermarket direct bolt in twelve bolt differential.
I have seen many many people modify a factory Ford 8.8" differential into GM vehicles out of junk yards...
I hear that can be a very inexpensive swap... the Ford 8.8" is honestly a ripped off version and near CLONE internally of the GM twelve bolt.

 

I pulled rear cover off and engine has an elgin/jegs cam in it specs are
Intake Valve Lift: .595"Exhaust Valve Lift: .595"Advertised Intake Duration: 296°Advertised Exhaust Duration: 299°Intake Duration @ .050": 238°Exhaust Duration @ .050": 242°Lobe Separation: 112°Intake Centerline: 108° Has anyone ever used 1 of these before other than lift its larger duration than any that have been recommended to me. 1 may just send it and see where I get to hp wise if I can get some more info on it.

 

Thats a huge cam

 

I'll second that. I made low 400's rear wheel with an LQ4, 799 heads and LS6 intake and HL ASA and the torque was flat and higher than the horse power until 5500.