Considering a new cam - need opinions. Patrick G/PredatorZ/Tony Mamo come inside!
05-30-2007, 01:06 PM
#1
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Considering a new cam - need opinions. Patrick G/PredatorZ/Tony Mamo come inside! Need some opinions/help...
Looks like I've got a lifter about to give it up, so a tear down is in order. So in the process, I'm considering changing cams and just freshening up the entire valve train. Also hoping to tailor the performance of the motor a bit more (to my use/driving) with the cam change.
Since it's possible the cam is damaged as well, I see this as an opportunity to "hit the details" one more time in a quest for the ideal "street/strip" cam. Car is currently only driven on the street, but will likely see a trip to the track in the future.
Here's the current setup:
Heads & Internal:
TSP Stage 2.5 5.3L heads (0.006 clean up mill)
PRC Dual Springs
2.02/1.575 Valves (comp valve job)
TSP 233/239 .595/.603 113 LSA
TR 7.4 Hardened PRs
Comp 850s
Harland Sharp 1.7s
GM MLS head gaskets
Major Supporting mods:
FAST 90mm
PTM 90mm TB
SLP 85mm MAF
Kooks SS 1 3/4" LT & ORY
Car has practically all other bolt-on modifications. Old setup (TSP LS6 heads) with the above cam made 430/387. No numbers on 5.3L heads - lifter acted up before getting to the dyno. I have the old chart if anyone is interested in seeing it. Currently the 233/239 makes good power and pulls up top, but lacks a bit on the bottom end of the range. I'm looking for something that will not only pick up the low end torque, but will sustain the strong top end as well.
Definitely not opposed to going "smaller" on the cam, but obviously would prefer to not give up a bunch of top end HP. Prefer not to flycut. Currently the SCR is at ~10.8:1. Looking to increase DCR if possible. A pretty serious chop/lope would be nice as well.
Just needing opinions or suggestions on what type of custom grind (duration, lift, LSA, ICL, etc) would likely accomplish what I'm looking for. PatrickG's old setup (477/429) I believe, or something similar would be ideal. Good, flat, broad torque curve, from about 3-3500rpm, with nice peak power is what I'm looking for. Different parts and setup up I realize, but achieving something close with what I have would be great.
Also considered milling the heads 0.030 to get a 59cc (use 0.040 Cometic) chamber and ~11.25 SCR. Offer your suggestions on that as well.
So post up what you think. What cam, gaskets, milling, etc do you think will suit me best?
Tony, PatrickG, Predator - help me out and share you're thoughts!
Thanks.
Looks like I've got a lifter about to give it up, so a tear down is in order. So in the process, I'm considering changing cams and just freshening up the entire valve train. Also hoping to tailor the performance of the motor a bit more (to my use/driving) with the cam change.
Since it's possible the cam is damaged as well, I see this as an opportunity to "hit the details" one more time in a quest for the ideal "street/strip" cam. Car is currently only driven on the street, but will likely see a trip to the track in the future.
Here's the current setup:
Heads & Internal:
TSP Stage 2.5 5.3L heads (0.006 clean up mill)
PRC Dual Springs
2.02/1.575 Valves (comp valve job)
TSP 233/239 .595/.603 113 LSA
TR 7.4 Hardened PRs
Comp 850s
Harland Sharp 1.7s
GM MLS head gaskets
Major Supporting mods:
FAST 90mm
PTM 90mm TB
SLP 85mm MAF
Kooks SS 1 3/4" LT & ORY
Car has practically all other bolt-on modifications. Old setup (TSP LS6 heads) with the above cam made 430/387. No numbers on 5.3L heads - lifter acted up before getting to the dyno. I have the old chart if anyone is interested in seeing it. Currently the 233/239 makes good power and pulls up top, but lacks a bit on the bottom end of the range. I'm looking for something that will not only pick up the low end torque, but will sustain the strong top end as well.
Definitely not opposed to going "smaller" on the cam, but obviously would prefer to not give up a bunch of top end HP. Prefer not to flycut. Currently the SCR is at ~10.8:1. Looking to increase DCR if possible. A pretty serious chop/lope would be nice as well.
Just needing opinions or suggestions on what type of custom grind (duration, lift, LSA, ICL, etc) would likely accomplish what I'm looking for. PatrickG's old setup (477/429) I believe, or something similar would be ideal. Good, flat, broad torque curve, from about 3-3500rpm, with nice peak power is what I'm looking for. Different parts and setup up I realize, but achieving something close with what I have would be great.
Also considered milling the heads 0.030 to get a 59cc (use 0.040 Cometic) chamber and ~11.25 SCR. Offer your suggestions on that as well.
So post up what you think. What cam, gaskets, milling, etc do you think will suit me best?
Tony, PatrickG, Predator - help me out and share you're thoughts!
Thanks.
Last edited by marv; 05-30-2007 at 03:46 PM.
05-30-2007, 04:10 PM
#2
You can pick up some nice mid-range torque with a narrower LSA cam and an earlier intake valve closing point. Tq from 3000-4500 rpm will increase, peak hp will stay about the same. To increase both mid-range torque and top end power, you're going to need to consider flycutting your pistons as the cam you have is probably getting tight on P to V clearance already.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
05-30-2007, 04:20 PM
#3
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Originally Posted by Patrick G
You can pick up some nice mid-range torque with a narrower LSA cam and an earlier intake valve closing point. Tq from 3000-4500 rpm will increase, peak hp will stay about the same. To increase both mid-range torque and top end power, you're going to need to consider flycutting your pistons as the cam you have is probably getting tight on P to V clearance already.
I have one of your "cam build" sheets saved on my computer and it's about 95% complete. I need to run down some other info from TSP and then I plan on submitting it to you.
Approximately how long does it usually take you to spec out a cam? Also, do you typically discuss this only via PM/LS1tech, or are you available by phone as well?
Thanks.
05-30-2007, 04:54 PM
#4
Marv....
Looks like Patrick has got you covered.
I would just caution you to watch your P to V....maybe you can measure it with your current set-up to help guide you in the new one you are considering. Dont forget that going with a more narrow LSA and perhaps a larger more aggressive lobe all add up to much less P to V clearance when the smoke clears.
Good luck with the new set-up....Im sure Pat will steer you in the right direction (although Im a fan of slightly wider LSA's myself!
)
Tony M.
Looks like Patrick has got you covered.
I would just caution you to watch your P to V....maybe you can measure it with your current set-up to help guide you in the new one you are considering. Dont forget that going with a more narrow LSA and perhaps a larger more aggressive lobe all add up to much less P to V clearance when the smoke clears.
Good luck with the new set-up....Im sure Pat will steer you in the right direction (although Im a fan of slightly wider LSA's myself!
)Tony M.
05-30-2007, 09:32 PM
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Originally Posted by Tony Mamo @ AFR
Marv....
Looks like Patrick has got you covered.
I would just caution you to watch your P to V....maybe you can measure it with your current set-up to help guide you in the new one you are considering. Dont forget that going with a more narrow LSA and perhaps a larger more aggressive lobe all add up to much less P to V clearance when the smoke clears.
Good luck with the new set-up....Im sure Pat will steer you in the right direction (although Im a fan of slightly wider LSA's myself! )
Tony M.
Looks like Patrick has got you covered.
I would just caution you to watch your P to V....maybe you can measure it with your current set-up to help guide you in the new one you are considering. Dont forget that going with a more narrow LSA and perhaps a larger more aggressive lobe all add up to much less P to V clearance when the smoke clears.
Good luck with the new set-up....Im sure Pat will steer you in the right direction (although Im a fan of slightly wider LSA's myself!
)Tony M.
I know what you're saying with P to V...it's close now and will probably be a problem if I go any bigger. Looks like flycutting may be in my future.
If anyone else has anything to add, feel free. I open to suggestions/opinions.
Thanks.
