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I keep looking at the ls6 powemax 204/222-112+2 I think that would be an absolute stump puller with my setup
I finally ordered one of these to try with my setup which consists of Ls6 intake, LQ4 with LS3 pistons and 706 heads, stock exhaust manifolds, in front of a stock tour converter and 2.73 gears.
I'm tired of the bad manners 226/230 112+4, it doesn't drive bad at all It's Just like being followed by a mechanical orchestra and although I first tried a 212/218 115+0 which was really nice and lured in a lot of Porsches I couldn't put that back in the car because I like to experiment and when I could try this cam at such an awesome price hopefully I will still be able to run mid-grade 89 or 87 in it when I feel like being extra cheap haha
Hi all!Time for the newbie to wade in with a few observations:1. Although 14 -19 degrees ATDC is a reasonable approximation of LPP (Location of Peak Pressure) for a number of engines under a lot of operating conditions, it is absolutely not any kind of universal constant that can be 'tuned to' by the engine controller in lieu of engine and emissions dyno development, etc. During my 35 years in GM Engineering (15 or so in engine calibration), I saw this concept surface twice, absorb millions of dollars in proof of concept and development phases and ultimately sink without a ripple, as the exceptions started rolling in. Far from adjusting to a single crank angle value, by the time the LPP concept was abandoned each time, it had been found necessary to completely 'map' the engine operating envelope to determine the correct angle for each condition, which pretty much defeated the purpose. If someone has a patent now on using the concept, A. They must have overlooked a couple of examples of "prior art" and B. I wouldn't hold my breath for it to appear in a production vehicle... 2. Regarding dynamic compression ratio and 'bleeding off" pressure to avoid low RPM detonation with long duration cams (specifically, late IVC), the reason it doesn't result (except in extreme cases) in detonation at high RPM when optimum cam events increase the V.E., is the time factor. We know that increased turbulence, higher pressures, etc. at high RPM combine to 'plateau' or even reduce spark advance requirements. If the burn is completed in the optimal time for maximum power with say 22 degrees advance at 3,000 RPM, and with 24 at 6,000, then the burn at 6,000 takes about half the time. As was explained in a previous post, detonation is dependent upon a number of factors, but one of the most important is time: After the rising pressure, radiant heat, etc. have created the right conditions for spontaneous ignition of the remaining charge, a measurable ignition delay or "cook time" must pass before the explosion occurs. With only half the time available for this at 6,000 vs. 3,000 RPM, the normal flame front usually arrives first, hence no detonation.Also, rather than using a 'too long' cam to compensate for a 'too high' compression ratio, the cam should be selected first based on desired RPM range, engine airflow and durability factors, etc., then the correct mechanical compression ratio selected to optimize dynamic compression ratio for the fuel octane. Prolific automotive writer David Vizard, among others, has done extensive work determining DCR values for various applications, and there are formulas to relate it to cranking compression pressures.3. I had another wonderful insight to share, but it must have wandered off while I was up on this here soapbox. That's what happens when you get old, I guess...
Basically this guy is saying pick The cam events first to create the "engine" and then put heads on it with chambers that create enough compression for whatever fuel you have and then port as needed to raise the RPM range more if desired Though in my experience the added gains from swapping around the stock heads for compression is minimal and not nearly as important as proper cam selection because then you could be adding compression as a bandaid and I like this way of thinking because I like thinking about valve events
Have a friend who's doing an LM7 swap, stock except LS6 intake and long tube headers. Vehicle weighs ~3000lbs and plans are a stock Vette convertor. He's keeping stock cam for now until he finishes the build and works the bugs out. It'll be a cruiser and he likes idle chop, but (according to him) won't be pushing it past 6k. So when he gets to the cam swap stage, I'm thinking a custom baby-version of the GM Showroom Stock cam (.570/.570 lift) using Cam Motions XA210/.335 intake and exhaust lobes. Idea would be a 210/210 105+0 (if they can go that tight without requiring a one-off cam core) for use with LS6/2/3 springs.
IVC/EVO: 30
IVO/EVO: 0
OL: 0
Don't necessarily think it'd be a good choice for towing in a heavy truck with that much OL, but fine for cruising in a lightweight vehicle with plenty of chop. Estimating it'd punch hard @ WOT right off the convertor up to his intended redline.
You can probably get away with "0" overlap using a stock torque converter with a good tune. I think your 30 degree is too early though. If it were me, I would do something in the 36 to 38 degree range for the IVC on that application. You can also go into the 40s on the EVO and not adversely affect drivability.
Originally Posted by PARMY
How would the Top Dog cam work in a 402 stroker with rec port heads with an LS3 intake and say 11.1 + compression?
The top dog is a powerful, high revving camshaft in a stock stroke engine. It would be much more torquey in a stroker. The IVC is probably a bit early for 11:1 in a stroker and would leave power on the table. Maybe a similar camshaft with a 4 degree later IVC might be better. I have used a 242/254 on 111+4 in " stroke LS engines with great results.
Originally Posted by PARMY
I actually just looked through your cam selections and wondered if you had dynos of your stroker cams?
You can probably get away with "0" overlap using a stock torque converter with a good tune. I think your 30 degree is too early though. If it were me, I would do something in the 36 to 38 degree range for the IVC on that application. You can also go into the 40s on the EVO and not adversely affect drivability.
The top dog is a powerful, high revving camshaft in a stock stroke engine. It would be much more torquey in a stroker. The IVC is probably a bit early for 11:1 in a stroker and would leave power on the table. Maybe a similar camshaft with a 4 degree later IVC might be better. I have used a 242/254 on 111+4 in " stroke LS engines with great results.
Coming soon!
after checking out your stroker cams, I think I’m pretty set on the Hot Street Stroker 239/247 cam for a 402! Would love to see a dyno of that
That's what I'm expecting. I'm gonna try to get some chassis dyno numbers once I'm done to see just how torquey it is with cathedral heads. It'll be at least a couple months, but I'll make my own thread. I will still post the final results here.
Going from an iron headed, lm7 cammed LQ4 to 241 heads (with a nice valve job) and the Titan 1 truck cam.
I'm hoping for a 50-60 hp gain at the wheels.
The truck Titan 1 is +44 hp over the LS1/LQ4/LQ9 cam (according to your test with Rec ports).
The LS1/LQ4/LQ9 cam is about +25 hp over the LM7 cam (according to your tests with Cat ports).
In theory I should gain around 60-80 hp at the engine with the head and cam swap since I'm starting with low compression and tiny cam.
That's what I'm expecting. I'm gonna try to get some chassis dyno numbers once I'm done to see just how torquey it is with cathedral heads. It'll be at least a couple months, but I'll make my own thread. I will still post the final results here.
Going from an iron headed, lm7 cammed LQ4 to 241 heads (with a nice valve job) and the Titan 1 truck cam.
I'm hoping for a 50-60 hp gain at the wheels.
The truck Titan 1 is +44 hp over the LS1/LQ4/LQ9 cam (according to your test with Rec ports).
The LS1/LQ4/LQ9 cam is about +25 hp over the LM7 cam (according to your tests with Cat ports).
In theory I should gain around 60-80 hp at the engine with the head and cam swap since I'm starting with low compression and tiny cam.
Seem reasonable?
The tests in this thread were on an engine dyno. So, the rear wheel gains will likely be a little less. I look forward to seeing the numbers you get with the swap on a chassis dyno.
The tests in this thread were on an engine dyno. So, the rear wheel gains will likely be a little less. I look forward to seeing the numbers you get with the swap on a chassis dyno.
Got the cam installed. There's a strong change I have to move before I can run my truck on the same dyno I got a baseline on (I have to do some clutch work before any of that )
Here is the next best thing. This is the % change graph of my VE table from before to after the cam install.
Way more power with stock drivability!
Truck was at 260whp and 310wtq before.
Butt dyno can certainly feel a strong difference. Ears can tell the engine means a lot more business 2k and up then a hellofalotmore 4k up!
Still idles and drives like stock. I still have the torque to putz around in overdrive at 25-30, but it pulls hard through 5500 to 6k instead of falling off after 4500. And no valvetrain noise
Gotta say I'm super excited to finally get this done and glad to have sponsors on here showcasing what they have. It's because of this thread I chose the Titan 1 Truck cam and Cam Motion parts.
So thank you wonderful folks at Cam Motion!
Got the cam installed. There's a strong change I have to move before I can run my truck on the same dyno I got a baseline on (I have to do some clutch work before any of that )
Here is the next best thing. This is the % change graph of my VE table from before to after the cam install.
Way more power with stock drivability!
Truck was at 260whp and 310wtq before.
Butt dyno can certainly feel a strong difference. Ears can tell the engine means a lot more business 2k and up then a hellofalotmore 4k up!
Still idles and drives like stock. I still have the torque to putz around in overdrive at 25-30, but it pulls hard through 5500 to 6k instead of falling off after 4500. And no valvetrain noise
Gotta say I'm super excited to finally get this done and glad to have sponsors on here showcasing what they have. It's because of this thread I chose the Titan 1 Truck cam and Cam Motion parts.
So thank you wonderful folks at Cam Motion!
It is great to hear the praise for this camshaft. It has quickly become a best seller for us at Cam Motion and people are constantly telling us that it is a great truck cam with power where they actually need it.
It is great to hear the praise for this camshaft. It has quickly become a best seller for us at Cam Motion and people are constantly telling us that it is a great truck cam with power where they actually need it.
Hello, have you done a lot of testing with stroker combos with short runner manifolds and high flowing heads? I have a 402 stroker and a TFS 255 head and a BTR Equalizer manifold and I was looking for something that was going to make good torque at 4000+ so I can still 60ft but spin to 7500 and make great use of the heads and intake. Thanks!
Hello, have you done a lot of testing with stroker combos with short runner manifolds and high flowing heads? I have a 402 stroker and a TFS 255 head and a BTR Equalizer manifold and I was looking for something that was going to make good torque at 4000+ so I can still 60ft but spin to 7500 and make great use of the heads and intake. Thanks!
Hey Bspeck,
I have a lot of experience with 4" stroke LS combos, both with my own and with customer's builds. If you want to maintain torque in the 4000 RPM range and still pull hard to 7500, I would keep the duration down to the low 240s on the intake side. Here are a couple links to a build I did on my old 402" LS:
As many of you know, I retired from Cam Motion in May of 2023. I am still around and still doing projects for myself and as a hired gun. So, don't be afraid to reach out like always. I am still loving this industry!
As many of you know, I retired from Cam Motion in May of 2023. I am still around and still doing projects for myself and as a hired gun. So, don't be afraid to reach out like always. I am still loving this industry!
Been a minute since I've seen you on here. Can you share anything fun you have going on?
As many of you know, I retired from Cam Motion in May of 2023. I am still around and still doing projects for myself and as a hired gun. So, don't be afraid to reach out like always. I am still loving this industry!
Good to see you still around! Not sure many here were aware of your retirement in May (I wasn't) so that explains your absence.
I hope life is being good to you!
As many of you know, I retired from Cam Motion in May of 2023. I am still around and still doing projects for myself and as a hired gun. So, don't be afraid to reach out like always. I am still loving this industry!
11-03-2021, 10:29 AM
Results! 
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