I am getting ready to do a LG pro headers installed and putting in a cam, i am wondering what is the difference between these two cams, the v2 232/234 .595/.598 112lsa and the v3 231/234 .643"/.598" 111lsa?
I am probably going to use the stock heads just get them ported, and its a daily driver.
What is the main difference going with a higher lift?
What would be the drivability between them?
Sorry for all the question, just new to the internal engine thing.

 

yeah id like to know this too. bump for this thread

 

From what the guys at Texas Speed told me the V3 is a revision of the v2 (which is a standard comp grind and also goes by the name of HPE's C-cam). The v2 uses Comps XER lobe profiles for both the intake and exhaust lobes. XER lobes are known to make good power. The V2 gives a nice lope and gives good power gains, even with stock 241 and especially with LS6 243 heads. Now the V3 uses the same exhaust lobe but uses the newer LSK intake lobe. The LSK lobes reduce the tendency to "bounce the valves" and therefore one can use more lift safely. TSP says the V3 will gove approx. 10-15 more rwhp and a little more low end, if I recall correctly. I'm assuming the lope will be good as well. Some say the LSK lobes wear out valve springs faster, should change between 15K and 25K, but I dont know about that. Since that is not a large concern of mine I ordered the V3 and am hoping that the good things said are true.


I do have a friend with a '06 LS2 GTO that put the v2 (he actually bought from HPE) with his stock 243 heads and he put down 435rwhp and 405 rwtq. . .and it sound mean as hell.

 

Thanks for the post, did you buy the cam with the prc dual springs from TSP?

 

Search my name, Fratsit, Phenomic, etc...several ppl have the cam now.

 

I've got it too. (the V.3) I love it.

 

Hows the driveability on the V3?
Mines a DD so i need it to have good street manners.
What numbers did you get from the cam?

 

The V3 will drive fine with a solid tune. Dont romp it it too hard until you can get her tuned.

I made 385/380 cam and headers only with a conservative tune. Do a search for my user name and you can see the graph I posted in the Dyno forum. I have since upgraded to an 02 operating system and am fixing to use RTACS and my Raodrunner to get the VE table more in line.

Oh...the T3 has a very respectable idle..... I run Jethot LT's, Mufflex ORY, Borla and a QTP cutout in place of the plate..... I get alot of dirty looks from the soccer mom's but I know they are getting all squishy between the legs and wish they had something more exciting than the family truckster.....

I get a bit of cam surge in the low rpm's when I am nursing her out of the subdivision on my way to work at 4am. I installed her dot to dot and she fired right up and found her idle easily. I did not drill the TB.

IMHO the T3 is a solid cam that is fine in the DD.....for me.

R/

Frat

 

Has anyone with the T3 raised the rev limiter in order to take advantage of the cam higher rpm power?

 

that all depends on how far you want to take the stock bottom end, 6500 should be fine for a while but i wouldnt go higher.... I would get some arp rod bolts just to be safe only 90 bucks good bang for the buck for the security

 

the diff with the V2 and the V3, is basically the intake, and its much bigger lift. Why does the lift alone change its rpm power band?... Is the LSA different as well?

 

Yes... I raised mine to 6700 and have my shift light set for 6 grand.....and no.... I have not taken her up to 6700.


R/

Frat

 

Thanks for the info fellas, the T2 comes in 112-114LSA and the T3 comes in 111-112lsa.
In the TSP website the have the T2 power band from 1800-6400 and the T3 power band from 2300-6700 w/ peak at 6400.
Should i get new head bolts if iam going to remove the heads to get them ported? Are new GM bolts good enough?

 

Yes you have to change them, factory bolts are TTY, so one time use only. TSP told me that GM bolts are fine unless you are running a power adder. I told them I am planning to spray up to a 150 shot and they said not to waste my money on ARP.

 

if you changed the TSP v.3 from a 111lsa to a 112 lsa would that lower the rpm range? (111 is the standard for the v.3, as to where the v.2 is 114)

 

Thats good to know because the ARP bolts are expensive.

I am going to have to look in to it to see what would benefit my setup.

 

To get the most out of that cam I would install upgraded rod bolts for "future growth." That way when you dyno or take it to the track you can see if there is any power left at the 6500-7K RPM range with your setup..... I'm sure there is!

Remember that big cams like that work better with more compression. I would mill the heads as well while you are at it. (check ptv clearance) This will also maximize your torque potential.

With ported heads you will definately want to rev it higher with the better airflow available.

I had a stock LS1 bottom end, Katech rod bolts, LS2 Tchain, TSP 233/239, 62cc AFR 205's, LS6 intake, ported TB, UD pulley, 30# FMS injectors and spun it to 7100rpm all the time. It trapped the fastest in the 1/4 like this as well so it was certainly making the power up there. I put 20K miles on this combo in about a year with a few road race days and about 20 1/4 mile passes with ZERO issues to the driveline/engine. Oil/filter/plugs was it. 440rwhp/385rwtq on 91 octane

Just remember.... the brighter the candle burns... the less time it lasts. High RPMs are tough on engines.... but you have to pay to play.

 

AMEN Brother.... as I stand on my dining room table applauding...


R/

Frat

 

Let me know about that, otherwize i gotto call them. Changing the LSA has to do more then sound.

 

From what I hear changing the LSA from a 111 to 112 would raise the powerband. 111 seems perfect to me.