I sent a custom cam request to Bullet Racing Cams for a custom grind cam for my LQ4/L92 head street motor setup and they sent me back this... Opinions?

Grind CLS294/300HR113+4
Masters HR294/3533 HR300/3533
Dur@.050 238/246
Lift .600/.600
LSA 113
INT C/L 109

I was perfectly clear when stating I was going to be using a victor jr and carb and that it was going to be a street car with a 3500 stall, 4 spd auto, 3.73's

Does anyone else think this does not even look like a properly spec'd carb cam?

 

Hypothetically speaking, if I went with this combo with untouched unmilled L92's I would have a static compression ratio of 7.38 on this stock LQ4. If I went with something smaller like a 230/238 .600/.600 on 110+4, the static compression would be increased by almost 7 full tenths to 8.03, meaning more cylinder pressure and more throttle response/power/torque.

Am I heading down the right path here guys?

 

Idk. IMO too much duration for less than 10:1 scr.
Ur l92 heads lq4 will be around 9.6-9.7 with gm gaskets unless heads are milled.
I'm thinking about using a LPE GT11 in my ly6 which is basically same engine as yours

 

yeh, I meant DYNAMIC compression :/

 

And just for clarification, my calculation was wrong considering I didn't take into account the dished piston of the LQ4, so DCR would actually be lower.

Does anyone think I would have any PTV clearance issues with a 224 .600 intake side if the L92's were milled .030? I know the TSP 231/236 has .641 lift on 111lsa and not even sure of the advance and it still has approx .100 clearance on the intake side.

 

So I was looking at the VE of a 224/232 110+2 and they are as follows:

IVO 4, IVC 40, EVO 48, EVC 4, with 8 degrees of overlap

Seems like this cam would have a lot of torque due to the relatively early IVC and should peak well before 6800 with the EVO 48...

Opinions for this cam in a street motor LQ4/L92 head?

 

PM 3Pedals, he is a member here, he has had great results with his cam and a LQ4/L92 setup runs 11.3 sec....

Bozz

 

The lift and duration looks fine, but I like a 106 LSA on a 3.62 stroke motor and a 108 LSA on a 4.00 inch stroke. Carb being the key factor not EFI. I would personally call Mark, Tim, or Kirk and talk to one of them if I was you.

 

Nah, that's WAY too much duration for a street motor...

 

Really, my first motor had 254-262 @ .050 on a 105 LSA. Drove it everywhere on 93 octane.

 

XE lobes?

 

Sorry, it was a gen1 sbc motor with a Crower solid flat tappet cam. My Ls solid roller carb motor has over 270 @ .050 on a 108 LSA. Not a pump gas motor, but I personally believe unless you're running some NOS you don't need that wide of a LSA even on a street car.

 

His is a junkyard LY6.

 

I typed too fast.... but yes it is s LY6 which is a LQ4 platform, with L92 heads, dished pistons, simular comp 9.4-9.6.....

LY6 L92 stock
LQ4 317 stock pending year

both are pretty much the same except for gen III vs gen IV 24x/58x reluctor

both dished pistons...

Bozz

 

Yeah, I've pretty much decided I'm going to need to flycut in order to get my DCR up to at least 8:1... Just gonna mill down to 64cc and go from there. What's the ideal valve events to have it peak around 6500 and carry until 6800? IVC/EVO around 40/50?

 

I've always stayed around 70/80 ish, but know of guys running closer to 40/50 without issues.
I just put in a 620 lift 244/248 on a 110 LSA and it hits the stock LQ4 rims and barely clears the dished area, but has an interface of > than .050 on LS2 flat's... (L92/LS3 heads, unmilled...stock gaskets)

 

Yeah, that seems like wayyy too much cam for a dd weekender cruiser. If I was going that route, I'd just go solid and be done with it and not use an LQ4.

I've got my profile, now to hit up EPS and get it cut