damn those cams sound good. I can't wait to get mine . I just ordered my QTP header and Y-pipe and magnaflow cat-back. Next will be the H/C/90/90 let the modding begin

 

what about the thunder racing 230/236 ?

if the 232/234 T2 is good

231/234 T3 give a little more low end TQ

how does the TR230/236 figure with my car having afr 205's milled -.020 and GM gasket,

 

ok guys i have a ? for u all, i have a 03 silverado pickup truck it a 6.0l engine of a 2003 denali I'm full bolt ons and currently have a 3000 pi converter. i have plans to change my current cam and thinkin of replacing it with either a t2 or a t3 with some 2.5stage 5.3l heads from tsp. ok now for the ? will i run into vavle clearence problems with either on of these cams? also more or less will i have to get a restall to what stall range more or less?more or less where should i expect to feel the pull with either of these cams

 

Do u have to worry about ur valve springs wearing out quick with the tv3?

 

no valve clearance problems with either one of these cams just as long as you don't mill the heads or go to big of valves. As for the tq converter i have no clue. I'm an M6 guy, hopefully PREDATOR-Z will chime in and help you out there he should know. I've heard of some people getting 20,000 miles out of the dual springs, but i plan on checking mine about 15,000 just to be safe. i would say a lot of it has to do with how aggressive you drive also

 

I have Dart 225's 2.05 valves, you think problems with them, shouldn't be,

 

I remember seeing a dyno comparison of these 2 cams awhile back. I forget the specifics, but I think it was an average of 10rwhp difference on a cam only car.

Personally I'd prefer the T2 on a cam only daily driver, and XER lobes to me is still pushing the limits. There comes a point where if you have to pull valve springs every year or less to check for tension on a car that sees daily driver duty, it defeats the purpose of running hydraulic lifters. Adjusting lash on a solid cam'd motor is much easier than going through the process of pulling valve springs off, especially on our 4th gens. On top of that, a solid roller grind is still significantly more aggressive on ramp rates than XER lobes. Not to mention durability from 7000 on is vastly improved.

Jason

 

I was thinking the same V2 on a 113lsa, better for a DD but, Trevor says the V3 has more low end grunt,

 

It should for how much lift it's giving on the intake.

 

Phil your clip sounds awsome,

on the V3 I talk to Jon@TSP, I could get the V3 on a 113 or 112,

 

TTT for dyno results

 

Mods in sig: Here's my question.

Useing the Stage 2.5 HEads from TSP and the V3 Cam, what kind of numbers should I expect from a good tune?

AFter that head and cam, looking at FAST 90/90, what would THAT add?

 

True, but how much is the real question. If the V3 would make a noticeable improvement in driveability on a 3.42 rear M6 car, then IMO it would be worth considering. If these new "Cadillac Racing lifters" are able to handle a triple valve spring or a very stiff dual setup that would handle an LSK lobe for 30k+ miles, these T3 or MS4 (mushroom) cam grinds would make alot more sense to me for a daily driver.

I realize I'm in a minority here, but I don't see alot of talk concerning long term reliability with these new LSK grinds. It wouldn't surprise me if there will be a number of engines failing due to dropping valves in the future.

Jason

 

thats why lsk lobes are used with double springs

 

Thanks Trevor, I have been wondering the exact same thing. I'll be getting my T3 kit from you guys this summer when my car goes under the knife. Appreciate it!


Blake

 

I've had the T3 installed for a while now. I daily drove it for a couple months no problem.

 

Who care about your cam. Lets see more pictures of your wife
Damn, she makes that car look great !

 

What kind of rwhp numbers could you get out of the v3 with some prc 2.5 5.3l heads, fast 90/90, some other little bolt ons and a good tune?