Hey, back again I�m looking for at least a mild cam to get me pushing 350 rwhp ik this cam isn�t exactly mild but it�s 220/224 at 050 and 530/534 112 but any other suggestions would be great
I want it to have good pick up and take off power and be able to keep up with a 396 hemi
theres a lot more needed but cam is where I want to start the engine I have is 5.3 862 heads everything is stock it�s in a third gen firebird

 

Summit Racing stage 1 LS1 cam, known as the Ghost Cam or a BTR Stage 1 Cam.

 

Need a little more info. What trans? If it's auto are you planning to run higher stall? What rear gearing? And how high of an rpm before you plan to shift?

There are better cams than the comp you listed. In general, you want a little more lift and slightly less duration.

 

my bad it�s 4l60e, I want to put 3200 in it, putting 373 posi
but thanks I�ll keep looking hopefully I�ll find that cam with lope at the same time

 

i also plan to pull the trans out and put hd2 shift kit if that�ll make a difference also
the ghost cam caught my attention but does it pull hard on take off? And what about already driving down the road at 50mph? Will it still pull?

 

If you want to pull hard on the launch, get a good converter. More than anything else, that will help.

 

Better choices for take-off power and lope would be Summit's Stage 2 truck high lift (8720), a TSP Stage 2 Truck High Lift on a 111LSA, or the BTR Stage 3 Truck V2.

 

I'd call Cam Motion and see what they recommend.

 

Looks pretty mild to me.
I have a brand new in the box Howard's 222/225 .561/.578 112 LSA with Howards 98113-K1 springs.
Extremely streetable and it'll do 350+ whp on a 5.3 with some bolt-ons.
You can use a mild ~3200-3400 stall converter with it. Same cam made 426 HP on the engine dyno in a stock gen 4 5.3 with nothing but headers.

Paid $550 from Summit for the cam/spring combo (I'm in Ohio so I pay tax), I'll sell to you for $425 shipped.

 

We like the suggestion of the Pro LS Truck stage 2 high-lift SUM-8720. Specs on it are .600/.600, 218/227, 112+2 with -1* overlap. It will have a noticeable lope but easy to tune and have good driveability. This cam doesn't require a converter or gears but it will certainly benefit from the planned 3200 stall and 3.73 gears. A great mid-range and top-end are to be expected. Upgraded springs are required and PAC/Trickflow TFS-16918-16 beehives will do the trick.

An option we think would work well with your converter and gears is the Pro LS Truck stage 3 SUM-8713. Specs for it are .545/.545, 222/231, 112+5 with 3* of overlap. This will have a nice steady lope, won't be a pain to tune, and be driver-friendly with the stall. It will pull strongly from 2500-6500 with budget-friendly LS6 springs NAL-12499224.

Upgraded pushrods will be needed. At .600 lift we find 7.425" pushrods typically work and 7.400" for .545. As always, pushrod length should be measured before purchasing pushrods. If you wanted to check for pushrod length and do not already have a pushrod length checker we offer the Trick Flow TFS-9501.

To help with the install we have a cam swap install kit. That is part number CMB-09-0029. This includes the timing cover gasket, water pump gaskets, oil pump o-rings, LS2 timing chain, valve cover gaskets, and harmonic balancer bolt.

With either of these cams, you should find yourself thinking I love this country and my 3rd gen.

 

Hi Summitracing, just curious do you have a personal interest in cams as well? You always seem to enjoy posting about them.
I always enjoy reading your posts. Do you have an LS?

 

I�m just gonna set this right here....

 

so either of these cams can be used for daily driving with some hard pulls here and there? It�ll be my everyday car but I plan to race a lot of people at the same time, I�m not really looking for short distance more like long distance power if that makes sense

 

We hate to hi-jack the thread but the question was asked and we deliver! There's a couple of us fielding questions here on LS1tech and we're in constant communication during the day. I'll post about my experiences first and Joe's as well.

First, I LOVE camshafts. I got hooked on cam design in 1997 while attending the School of Automotive Machinists (now known as SAM Tech). The 1997 Corvette had just come out and Jud bought his 1999 Camaro shortly after I graduated. In the year and a half I was there, we were running all sorts of engines across the dyno every week and changing things up. From a student built 204/214 112 hydraulic flat tappet on a 2bbl 350 making 250 horsepower with a dead smooth idle to BIG solid roller big blocks with Big Chief heads etc. Ford Chevy Chrysler Olds Buick and even Lambo marine V-12's. Circle Track, Drag, Marine, etc. A wonderful time.

My personal hot rod is a 2002 C5 Z06. It started off stock and the LS6 eventually made 450/400 with Geoff's 226/234 cam and TEA ported heads. In that trim, the car set 9 ECTA Standing mile records (the top 4 displacement classes (C,B,A,AA) in two categories). It also helped me do well enough at the first Holley LS Fest to get into the Optima Ultimate Street Car Invitational and did pretty well there too. I took out piston number 7 (of course) doing some experimental V.E. tuning and cracked the sleeve a couple years ago. I've got an ERL Sleeved LSA block 427 going together with TFS 260 LS7 heads and the Saturn Stage 5 SUM-8721 cam. It should be back in the car pretty quickly and I'll get the car to some events this summer.

I asked Joe to write something up on himself and here's what he had to say:

Yes, we often work together when posting on the forum. I’ve been with Summit going on 10 years. I’ve worked sales/service for the majority of my time here so I understand what customers are looking for. In August of last year, I took on this role to head the ship on the forum. The names Joe.

While I don’t currently own an LS-powered vehicle I have been around Chevy’s all my life. I have had a 04 GTO with the LS1 and an 03 Chevy 1500 with the 5.3. Both have been sold. The 03 1500 was replaced with a more appropriate tow rig, a Chevy 2500 with the Duramax. It tows my loaded down 26ft enclosed race trailer like a dream.

I have been a gear head from day one. I started tinkering with go-karts and ATV’s at a young age. I have a Motorsports degree from the University of Northwestern Ohio (UNOH). I used my time there to hone in on the areas I was interested in. My automotive passion is dirt circle track racing which I continue to do to this day going on 20 years. I have been running open-wheel modifieds going on 16 years. I have won rookie of the year honors, a track championship, and numerous races at various tracks. Most recently won a bigger paying $3,000 to win race in August of 2019. A weekly event pays $500 so that was a nice payday.

I’m a gear head through and through. For now, my time is spent focusing on dirt racing and my career at Summit with not much time for other projects. When the time comes to hang the helmet up I can see myself getting into some other ventures. I inherited a 79’ black T/A with the screaming Eagle from my late father who bought it new in 79’. By no means is it a racecar but it’s a nice cruiser. It could use some TLC and in due time it will get it. It will stay as original as possible, gold snowflake wheels and all. I can also see a 60’s-70’s C10 in my future. Power to come from one of my old race engines my dad and I put together or an LS. Time will tell.

Here's some pics of Joe's race car and his T/A.



Lastly, here's a couple pics of my baby.

 

Ha, yes we get your drift. Yes both of these cams are easy on the valvetrain and you'll be able to run it out time after time without breaking anything.

 

The Pontiac looks great, wish we had the C5 over here in Australia, I like it more that my Commodore with the LS1.

 

Thank you. I had a '93 C4 before that and it was awful. The C5 is analog magic on a road course. It's not the fastest thing anymore, but very rewarding. Are you guys getting the C8?

 

That car isn't designed to be tinkered with. People will be dumbfounded when they find out how much basic service is for that vehicle and long wait times, considering they had to add special designated stalls for those vehicles. For anyone that builds their cars in their personal garage, this car will likely be a no go.

 

New Corvettes soon become old Corvettes and we�ve yet to see one that can�t be improved upon. GM Global Propulsion Engineers are gearheads big time with a keen eye for backward and forward compatibility. The aftermarket has years and a benchmark to improve upon a given component vs. the deadlines GM��s engineers face. The C8 is an evolution. If we can overcome the switch to D.I., we can do this too.

 

Quote
. Are you guys getting the C8?

I think we will but it will have to be changed to right hand drive, our exchange is below 65 cents at present so may not be as good a value as in USA.