When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
There is no place for an original camshaft in any performance V8 engine. Sorry to break this news...
Sorry you didn't realize that yet. I know this must come as a shock
And you are entitled to your opinion, but it is just that. An opinion. Plus he will consider the source, so he won't be shocked.
The LS6 was considered a performance engine, along with the LS2 and Ls7 after them. Their OEM cams did a fine job for a factory PERFORMANCE engine.
So lose the 100# chip on your shoulder.
How does this porting job look?This porting was done by my local machine shop which gets great reviews. It was done on a Rottler P69 CNC machine if it helps
Last edited by 86CAMARO400HP; Jul 2, 2019 at 02:27 PM.
The ls6 intake is a great intake for the 4.8L no worries there.
Those heads look incredible as well and I'm sure they can flow some serious air but that's the issue with the 4.8L. The 4.8 is simply smaller than the other ls engines and it doesn't demand as much air (or push as much) until very high rpm. This is why that ls6 intake, which is considered by some to be merely adequate on a 5.7L is plenty good for the 4.8. this is also why even with other mods in place the gains from long tube headers are much less dramatic than they often are on the larger engines. The most important thing for the little 4.8L to make decent power at lower engine speeds is compression and cylinder pressure. You've got to make the most of what displacement you have. Even if those heads we're milled down enough to get your compression higher than stock, the additional flow they are capable of still wouldn't offer any benefit until maybe the very top of the RPM band. It would be a waste to use them on an engine so small, they will with the larger ports and valves, in all likelihood hurt low speed power by reducing port velocity. This is why I keep suggesting you save them for a larger engine and get a set of 862/706 castings with the smaller 1.89" intake valve which is exactly half the size of the 4.8/5.3 bore size and have them milled down to about 57-58cc for about a 10.1-10.2 compression ratio. This way you can increase your horsepower at higher RPM with more agressive valvetiming (cam) and yet the additional compression will help maintain or even improve the engines lower speed power and response if done right.
We aren't going to talk said cam anymore though until we know what the rest of the setup looks like, gearing, converter, ect. The cam should compliment the rest of the combo.
And you are entitled to your opinion, but it is just that. An opinion. Plus he will consider the source, so he won't be shocked.
The LS6 was considered a performance engine, along with the LS2 and Ls7 after them. Their OEM cams did a fine job for a factory PERFORMANCE engine.
So lose the 100# chip on your shoulder.
The post was a troll, surprised you can't tell.
Next, you said yourself that its "the smallest cam ever put into an LS engine" so those are YOUR factual statements which are NOT my opinion
Originally Posted by 86CAMARO400HP
What if I just keep the stock cam
Originally Posted by G Atsma
The cam in the 4.8 is the same as in the 5.3, which is 191/190, .457/.466, 114LSA in case you didn't know. The smallest LS cam GM made.
Telling somebody to keep the smallest cam ever made for a 750 horsepower project is a troll attempt or a complete ignorance
The minute you say "turbo" it STARTS at a 750hp build.
Thats like 630rwhp through a 4l80e
Your gonna go turbo for less than 600rwhp.... I wouldn't waste my time. Shave the 400lbs off the car (lighter trans and no turbo) and deal with the 480~rwhp almost if not just as fast as the 550-600rwhp turbo car you would have wasted time building for such low power.
I'm pretty sure we are just trying to help the Op build something other than a boat anchor. This is a simple naturaly aspirated build, keep it on track or start your own thread if you need help.
Okay you got me now. The whole point of 4.8L is boost. I just assumed it was a turbo project in the works.
Are you telling me people actually use 4.8L engines naturally aspirated?
Now THAT has set me back quite a bit in the "logic" department. Why wouldn't you step up to 6L if the goal is N/A power... the cost difference is nearly negligible.
Even 4-cylinders now are making 500rwhp regularly on E85 factory new volkswagons and similar, I've seen them on the dyno spinning their front tires. God I why would you want to have a V8 with less than 500hp when the 2.0L are doing 500hp now at 30-33mpg?
What can we do with 600~cfm and 4.8L is about what a small block chevy 350 from 1978-1993 does at 6,000rpm with a carb, basically
600*.069 = 41lb/min or 410bhp * drivetrain losses (410*.85) = 356rwhp through a typical automatic transmission
Thinking, the better case scenario is going to be somewhere 380rwhp to 400 maximum potential for this 292cubic inches, and that is taking it to 7,000rpm
pushing it to 420+ rwhp would be difficult with a 7k cap, need more RPM probably
And it will eat parts. Cam, heads, intake, valvetrain hardware. nom nom nom there goes your turbo setup funds
thats it for your local forecast please tune in next time for more
Okay you got me now. The whole point of 4.8L is boost. I just assumed it was a turbo project in the works.
Are you telling me people actually use 4.8L engines naturally aspirated?
Now THAT has set me back quite a bit in the "logic" department. Why wouldn't you step up to 6L if the goal is N/A power... the cost difference is nearly negligible.
Even 4-cylinders now are making 500rwhp regularly on E85 factory new volkswagons and similar, I've seen them on the dyno spinning their front tires. God I why would you want to have a V8 with less than 500hp when the 2.0L are doing 500hp now at 30-33mpg?
I have a 4.8L swapped 4th gen Camaro that I put together myself and I've been daily driving it for about 4 years naturaly aspirated. It's very durable and a blast to drive and I autocross it occasionally, it keeps up with the bigger stuff just fine. I have fun with it because it's my car and it is similar to what the Op wants to build, does that bother you?
Okay you got me now. The whole point of 4.8L is boost. I just assumed it was a turbo project in the works.
Are you telling me people actually use 4.8L engines naturally aspirated?
Now THAT has set me back quite a bit in the "logic" department. Why wouldn't you step up to 6L if the goal is N/A power... the cost difference is nearly negligible.
Even 4-cylinders now are making 500rwhp regularly on E85 factory new volkswagons and similar, I've seen them on the dyno spinning their front tires. God I why would you want to have a V8 with less than 500hp when the 2.0L are doing 500hp now at 30-33mpg?
You're pretty hyper, dude. LOL go back and read the OP and the other posts he has submitted in this thread.... He just wants to get this car moving with the parts he has while he builds his ultimate engine... He just wants to match flow as good as possible, he's not going for max HP he is going for motivation instead of working on a paper weight...
I have a 4.8L swapped 4th gen Camaro that I put together myself and I've been daily driving it for about 4 years naturaly aspirated. It's very durable and a blast to drive and I autocross it occasionally, it keeps up with the bigger stuff just fine. I have fun with it because it's my car and it is similar to what the Op wants to build, does that bother you?
Thanks for the question
I love driving cars I don't care whats inside them. I'm sure there are lots of fun engines out there that are very reliable.
Take the sr20det for example. 2.0L, 20 year old design. Very reliable around 420rwhp which in it's native installation chassis (2800lbs) puts that car right around 11.4 @ 127 with 30mpg and regular tires with a 5-speed transmission.
Considering the entire car with that engine is like $5000~ it sort of sets the bar, so to speak, for 20 year old engine performance.
If you now tell me that you have a 4.8L engine with less power, in a heavier car, that costs more (or similarly priced) well. It just isn't impressive regardless of how reliable it is.
To cap the comparison off, the 2.0L chassis also comes with a variety of V8 compatible (high torque/wheelstand) IRS differentials (32-spline axles etc...) for very cheap (~$400 delivered) and big 30mm 4-pot caliper brakes for ~$150. You basically save $5000 in rear end and brake parts using the 2.0L chassis (even if you put a V8 inside it)
Overall the $$ to performance ratio is difficult to beat once these additional considerations are taken.
I love driving cars I don't care whats inside them. I'm sure there are lots of fun engines out there that are very reliable.
Take the sr20det for example. 2.0L, 20 year old design. Very reliable around 420rwhp which in it's native installation chassis (2800lbs) puts that car right around 11.4 @ 127 with 30mpg and regular tires with a 5-speed transmission.
Considering the entire car with that engine is like $5000~ it sort of sets the bar, so to speak, for 20 year old engine performance.
If you now tell me that you have a 4.8L engine with less power, in a heavier car, that costs more (or similarly priced) well. It just isn't impressive regardless of how reliable it is.
To cap the comparison off, the 2.0L chassis also comes with a variety of V8 compatible (high torque/wheelstand) IRS differentials (32-spline axles etc...) for very cheap (~$400 delivered) and big 30mm 4-pot caliper brakes for ~$150. You basically save $5000 in rear end and brake parts using the 2.0L chassis (even if you put a V8 inside it)
Overall the $$ to performance ratio is difficult to beat once these additional considerations are taken.
Have you read any of my posts in this thread? What you say is very opinionated and you are very sassy. Do you agree or not that it is a bad idea to put those heads on his engine? That's what this thread is about. Ls6 toppend on a 4.8 Short block. I personally believe that it is a waste of time and I just bought another 4.8 with 706 heads this week and I'm going to work some magic on them and then throw it in my otherwise stock 4.10 geared suburban with that ridiculous BTR stage III truck cam because that is what a 4.8's real job is, that is it's job is to move a truck around. (Millions of trucks do this everyday) That workhorse engine just also happens to be the best boost bullet ever made so get over yourself or move on.
This sloppy stuff isn't reliable. It's designed for cheap tire roasting and when it breaks you throw it away. It's 8-10k to get a good reliable turbo setup. For that price is rather build a big cube LS. Brand New engine, new everything very reliable and then still have money for a nitrous kit. Sure you could build a beater for <8k including buying the car (in some states, here in AZ trucks are like gold) that runs 9's but for how long? What condition is it in? Would you road trip in it? And why are we trying to build a car that doesn't have to be tuned? If you can't afford the proper tune then don't do it at all.
there's so many brain cells in here... Can someone please tell me the easiest and cheapest way to fix these shitbox heads besides those Amazon clamps I didn't realize it until I got home that someone had already tried drilling the one bolt out, what a kingtalon
Thanks for the input in this thread. Even the criticism toward me. I am going to answer some questions that was asked, but I will detail the whole setup this time. If I miss something please let me know.
1986 Chevy Camaro with factory 3:08 gears
Iron 4.8
Ls6 intake
Seems ls6 heads are not the best option , I do have more 5.3 heads I can use since the ones on the 4.8 are believed to be cracked. May even get them worked
Still deciding cam. From research and input nah to ls6 cam. I can get a friends take out 98-00 ls1 cam 202 210 .496 for 100 or less, maybe free
Harness reworked by me
Lt1swap already unlocked pcm but I do plan on getting a street tune from a buddy's friend
Injectors depends on cam
Stock converter with 4l60e
The setup is just something I can put in until my iron ls1 build starts. Yes I am aware theres no such thing as an iron ls1
Now back to how to fix my engine instead of the Op haha I'm going to take them to the machine shop and see what they say. I hope the don't try to talk me into an sr20 swap
Thanks for the input in this thread. Even the criticism toward me. I am going to answer some questions that was asked, but I will detail the whole setup this time. If I miss something please let me know.
1986 Checy Camaro with factory 3:08 gears
Iron 4.8
Ls6 intake
Seems ls6 heads are not the best option , I do have more 5.3 heads I can use since the ones on the 4.8 are believed to be cracked. May even get them worked
Still deciding cam. From research and input nah to ls6 cam. I can get a friends take out 98-00 ls1 cam 202 210 .496 for 100 or less, maybe free
Harness reworked by me
Lt1swap already unlocked pcm but I do plan on getting a street tune from a buddy's friend
Injectors depends on cam
Stock converter with 4l60e
Sounds awesome. Get the heads milled down and it will run even better. See about advancing that cam for more low end with that 3.08 gear OD is going to suck below 75mph, (that is likely the incorrect spec on cam as well) but it will be ok if thrown together.
Remember 4.8L really just want RPM to make power so a 3.73-4.56 rear gear would make it a "combo" ie it would be really good at any speed
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Slideshow: The controversial Ferrari F6 swaps its original flat-12 for a Corvette Z06-derived LT4 V8 and sends power to four rear wheels through a custom-built drivetrain.
7 Most Reliable High-Performance Engines GM Has Ever Built
Slideshow:These GM engines didn't just make huge power, they survived abuse, boost, track days, and six-digit mileage with a reputation for refusing to quit.
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Slideshow: From wobbling harmonic balancers to failed EBCMs, these are the issues that define long-term C5 ownership and what repairs typically involve.
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Slideshow: A modern Camaro transformed into a retro icon, this limited-run "Bandit" build blends nostalgia with brute force in a way few revivals manage.
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Slideshow: Cadillac didn't just crash the high-performance luxury vehicle party, it showed up loud, supercharged, and occasionally a little unhinged...
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Slideshow: A one-off sports car that looks like a vintage Italian exotic-but hides a C6 Corvette underneath-just sold for the price of a new mid-engine Corvette.
