I keep coming back to the 230/234 also... though everything I see it used on is a stock LS3... I can't seem to find too many using it on 400 inch LS3-headed motors.

 

PM returned.

 

Running 234 on the exhaust side will cause the engine to nose over pretty hard a little earlier than you may want. Add some more duration on the exhaust side. I've had best luck with 6-10 degree between intake and exhaust.

 

I have a 232/238 camshaft .600 lift for about 3 years now and drive back and fourth to work a couple times a week and race about every other weekend with real good performance and driveability. Like Kevin said it has a slight cruising surge at 1400-1600 rpms, but it will smoke the tires from 45 mph dead stomp what more can you ask for? Plus the looks at redlights from the way she hits and the antenna bouncing all over the place.
460 rwhp
440 rwtq on Mustang Dyno

I really appricate the effort and info on the L92 threads guys.

 

For a short stroke engine there is not to much to be gained with say a 240s intake lobe. Some people use them and may pick up a little power, But I have seen a combo make only say 5hp more going from a 232 xer lobe to a 240 lobe with more lift, considering the 232 setup had only 10.4:1 comp and the later over 11 plus it had a bigger TB its safe to say its a waste of time the smaller cam would surpass the 240s cam with more comp and bigger TB plus more lift, Unless you want to spin the motor to 8000rpm with a single plain and lose out below 5000rpm in a big way, then u need a huge comp bump. The big splits work OK to they help the power hold on but its overlap that will help this, high overlap on short duration will have a low peak especially with a stock manifold. If you want something that holds on try a 232-240 but keep in mind of overlap requirement so the engine will spin and keep producing torque up high ie 115LSA, Extra lift will help the heads as much as you are game to use. As this wont kill airspeed like big duration will. A 236 comp SR intake lobe is one I would like to try with maybe a 246 xer ex lobe and keep overlap in check so it doesnt stall top end power. ie if the dyno tq curve has a high pk and drops off fast it doesn't necessarily mean more cam required it means less overlap required. Around 10 degrees is as much as I would go on a 6L. Or 6.2L other ppl may prove me otherwise, But in general this is a good figure. In the case of single plain manifolds, While tight LSA is more common and again may work, I would be more inclined to still keep the overlap down, maybe even more so there is so much more air moving through a bigger less restrictive manifold. To keep the engine peaking earlier opt for more advance experiment with a 116+6. My next cam to try is the 236SR-246XER on 115 or 116 with around 110 ICL with a single plain. This runs 9 deg overlap at .050" at .006" it will have much less then say a 232 xer due to the fast ramp on the SR lobe.

 

I recently sold my old custom blown camshaft a 216-234-117+4. A big split used for testing, this cam has approx .590 lift. It gained around 30hp over the 218-224-112 xfi. And did it easy. This didnt suprise me to much but the car was so much more aggressive with it and revved much harder plus smooth as silk to drive.

I sold it to a mate up north, It made around 40hp more then a combo the same, with a little 112 blower on a 6L with L92s. The first setup had a 224-228 xer from memory.

It was then tested(the 216-234-117) against a 233 233 112 cam which is basically xer lobes except this time the intake lobe had .600 lift no other changes made and was tested on a NA engine, Power dropped 20hp tq went up 80nm at the peak. So not much hp loss, I know a 220 220 112 would lose out much more power and end up another 20hp south of that atleast and fall over hard. This is on a 6L not a 402ci, You can run big splits like 218-228 etc or like I did and keep the LSA wide, the little duration intake lobe will always make good bottom end Plus you can get away with a big split(ie 10 deg plus) as the overall overlap is still a low number due to the small intake,Im talking 220-236 or 224-240(just running off the top of my head) and overlap will still be low so power hangs on with the fast crisp response of the small intake. This is a trick to the heads. As intake duration is going up(230s plus) you are losing bottom end fast and running big splits with big intake duration equals big overlap and you are basically cancelling out gains.

 

This thread is very helpful. I have to reread through it before I choose a cam for my 6.0 lsa headed s10.
Thanks for all the input.
Kory

 

My head is spinning lolthink will have a drink

 

Of course you will...You're an Aussie. RootBeer

 

How's this look for a L92/425 setup? What kind of characteristics would it have?

Heads: WCCH Stg3 L92
Intake: Not sure but prob a LS3 for now
Cam: Ed Curtis Custom cam 244/250 .638/.624 111 + 2

Thanks guys!

DM

 

I am happy with my 242/246 6xx 6xx 107lsa Bullet Racing grind. Tony from BES Racing spec'd it for me, set of their street port l92's on my 6.0L iron short block with just arp rod bolts.(fly cut pistons) unported GMPP l92 intake, ultra low elbow and holley 90mm. made over 600 flywheel hp, and has taken my 3820lb race weight SS in the 10's NA at 125 mph with 4.86 gears and 26" slicks(do the math thats 8100 through the traps!) now its got 28" slicks, and hooks better.

I do shift it about 75-7600, waiting for it to get cool before I turn it up a little for a quicker pass.

it really dont idle that bad, and drive rather well for the cam of its size. I drive it on the street, and race the **** out of it.

Like i said, I love it.

 

That cam must have been spec'd for a carb intake. Wrong cam for a composite.

 

Thank fro the info Bro, but let me ask you since I am trying to recognize what to look for... What about the cam profile tells you Carb Intake.

Also... the LS3 intake will be a temp for maybe a year or so or untill I can get a Cary Intake w/ 4150 Accufab; how will it perform on a composite intake for the time being?

Thanks for the info again and the skooling

DM

 

First time engine build 6L 239/247 comp lsr ported L92's(370 cfm on intake) ported fasr 102 and 102 t/b,11.7 comp + flycuts and must say this drives great yep loves a drink but low down torque surprise's me, i guess a good tune is the key to drivability. Made 485hp at the wheels

 

Dont you think the reason the 216 117lsa made more power than a 218 112 because the power band is choked on the use of a 216 intake lobe with a 112LSA? If the cam doesnt peak at the same rpm as where the intake and the rest of the build forces a peak at the number will be muted. Obviously a cam that peaks at 6300 or so will be coincident with the rest of the parts. A cam that peaks at 5800 or so wont and thus will give you a lack-luster number.

Wider splits get you more up top too as long as the overlap doesnt get away from you. In cases where you use a 215/230 on a 118 you wont have an issue because overlap is low. When you use a 233 on a 112 the overlap seems to kill power. I always thought it was reversion and the fastest L92 headed car in the corvette world was a 236 single pattern on a 116LSA with a 132 trap speed (using L92's). It maintains a 4 degree overlap and had the best trap speed and ET in its class. The same 236/236 cam on a 112 wasnt even in the 10's at almost 1/2 a second slower. This may explain the issue with your 233/233. The use of a wide LSA on a 236 intake duration extends the HP peak out to 6700 or so. In a drag race application this is not a bad thing. Your 233 on a 112 while it would peak in the 6300 range on a cathedral head build, it seems to suffer as most cams over 4 degrees overlap do. The same cam on a 115 and a compression bump to compensate for the lower DCR would have made up the lost power you saw. Just out of curiosity, losing the 20hp, was the compression the same as with the smaller cam that beat it?

 

I run a cam about 10 degrees smaller on both sides. That's too much intake and exhaust for the composite intake - IMHO.

 

I swaped to a smaller cam in my 416 l92 and picked up some power. I had a cam simlair to Devils Mentor. Swaped to a smaller cam with less overlap works good with LS3 intake. Cam you have is almost the same as I was spec'd for single plane intake.

 

Thanks for the post man! I don't have the cam, it is one that I was looking at in the classifieds. What kind of power you laying down with your 416? Right now I am set up for a 415 (pistons are .005), but I want to bump to a .05 piston for a 425

Do you mind sharing your cam specs, if you want you can PM me


DM

 

Thanks WKMCD, I guess I will pass on the cam then... I'm not sure how long I will run a composite so I don't want to have a dog. Sooner or later I will get the Cary then get a cam for that setup at that time.

DM

 

I have pretty much made my mind up on the 230/234 117 but would like to know how this one sounds 236/238 114+2. .602/.610 on a l92 headed 402 stroker..