L92 cam recomendation
I spoke with Mike from Vengeance Racing and he told me these heads like big split on the duration and a bit more lift with a wider LSA. Does anybody want to chime in wether they have a different bumpstick where it has a small split in duration and narrower LSA's and how well they've worked for you.
The LG Motorsports G6X3 designed for the l92 heads. I have a ported set of 92's stock l76 and made 517hp 468tq. It was an custom 248/254 112 cam. then I switched to the LG g6x3 smaller cam and gained big. I have not dynoed yet,but I pull my buds camaro by more then a full car from a 60 to 120mph roll. Before I could only get him by 1/2 car. Dyno will happen in spring. the cam drives great around town and sounds like a muscle car.
The LG Motorsports G6X3 designed for the l92 heads. I have a ported set of 92's stock l76 and made 517hp 468tq. It was an custom 248/254 112 cam. then I switched to the LG g6x3 smaller cam and gained big. I have not dynoed yet,but I pull my buds camaro by more then a full car from a 60 to 120mph roll. Before I could only get him by 1/2 car. Dyno will happen in spring. the cam drives great around town and sounds like a muscle car.
The LG Motorsports G6X3 designed for the l92 heads. I have a ported set of 92's stock l76 and made 517hp 468tq. It was an custom 248/254 112 cam. then I switched to the LG g6x3 smaller cam and gained big. I have not dynoed yet,but I pull my buds camaro by more then a full car from a 60 to 120mph roll. Before I could only get him by 1/2 car. Dyno will happen in spring. the cam drives great around town and sounds like a muscle car.
hey man check out this article ls2 with l92 heads with livernois cam with dyno results http://www.gmhightechperformance.com...ads/index.html
TECH Resident
Joined: Jul 2005
Posts: 861
Likes: 0
From: Midland
Ok, it seems to me that a lot of people are recommending bigger I/E duration splits for the NA L92/LS3 head combos. Is this to "crutch" the weak (relative to intake flow) exhaust port? Because if so if you have PORTED L92/LS3 heads then I'm sure you don't need the larger split because looking at the flow numbers out there it seems ported L92s are heavily improved on the exhaust side and only slightly improved on the intake side. If you have ported L92/lS3 heads then picking up one of those "large split" cams wouldn't be the best idea.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Verdad Gallardo
7 Most Reliable High-Performance Engines GM Has Ever Built
Verdad Gallardo
Amazing '71 Camaro Restomod Is Modern Muscle Car Under the Skin
Verdad Gallardo
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
TECH Apprentice
Joined: Jan 2008
Posts: 366
Likes: 0
From: Gladstone, Queensland, Australia
I like the idea of the 112+0 230-236 cam that Kevin recommends. I have tried only a couple of cams both 6 degree splits. I have tried wide lsa and closer lsa. I like the tighter lsa cam, ie 112. It really makes the mid punchy, as seen in this thread a guy went from a 232 234 112 to a 228 236 114, gained less then 10hp and lost 30 foot pound of torque. I would have liked to see a 230-236 or 230-238-112 112+0 run in his combo. Would have gained up top and made a little more torque. You can get the surging out with a good sd tune.
If you are running a 112+0 cam(the L92s dont mind later ICL helps port velocity at low rpms) then the exhaust centreline is 112 BTDC. So with a 236 cam we would have a EVO at 50 deg BBDC@0.050". That is plenty early enough. The same cam on a 114 LSA+2 has a 116 ECL. That will open ex at 54deg BBDC@0.050" lift. Only 4 deg less but I would only do so if I was adding NOS or blown engine to scavenge the cylinder faster.On a NA combo it has the potential to lose cylinder pressure at low to mid rpms. There are a lot of fast L92 headed cars running tight splits in the range of 111-113 installed straight up combined with traditional splits, eg. low 230s intake duration, late 230s zorst duration, with around 3btdc IVO 47 abdc IVC and as previously mentioned an early enough 50bbdc EVO and 6 atdc EVC. I look at the valve events as much as LSA etc, as it all comes down to valve events. Those specs would give plenty of mid range hit. I would use them in a stroker with a 234 240 or 236 242 112 like kevin has tried and a little less duration on a 6L.
If you are running a 112+0 cam(the L92s dont mind later ICL helps port velocity at low rpms) then the exhaust centreline is 112 BTDC. So with a 236 cam we would have a EVO at 50 deg BBDC@0.050". That is plenty early enough. The same cam on a 114 LSA+2 has a 116 ECL. That will open ex at 54deg BBDC@0.050" lift. Only 4 deg less but I would only do so if I was adding NOS or blown engine to scavenge the cylinder faster.On a NA combo it has the potential to lose cylinder pressure at low to mid rpms. There are a lot of fast L92 headed cars running tight splits in the range of 111-113 installed straight up combined with traditional splits, eg. low 230s intake duration, late 230s zorst duration, with around 3btdc IVO 47 abdc IVC and as previously mentioned an early enough 50bbdc EVO and 6 atdc EVC. I look at the valve events as much as LSA etc, as it all comes down to valve events. Those specs would give plenty of mid range hit. I would use them in a stroker with a 234 240 or 236 242 112 like kevin has tried and a little less duration on a 6L.
