sweetC5

267 278 advertised duration 217/228 112/108 those are the only specs I have on it. Does the bigger split make any sound?

I have heard some small truck cams that sound good too. Allot of them were in 4.8-5.3 engines though.

quik95lt1

iTrader: (7)

smaller engines will sound choppier with bigger cams due to the less air that is being moved in and out of the cylinders....also cams that favor the exhaust side on duration will also tend to sound choppy because of the exhaust valve opening earlier in the cycle....if you run the numbers on your cam you've got around........

48.5* of overlap at .004 numbers........whcih is about right for a mild performance cam

heres what about 100* of overlap sounds like....keep in mind i dont start making power till around 6400.....

http://www.youtube.com/watch?v=uN2d6rXJpBM

sweetC5

Ok so using advertised duration I get 48.5

According to othe GM high tech cam test that would put this cam in medium street manners, detectable that it has a cam, some lope.

http://www.gmhightechperformance.com.../photo_15.html

quik95lt1

iTrader: (7)

yup i agree completely its a very mild street performacne cam....with fuel injection it should have very good manners and a "noticable" idle.......

i street drive a 226/234 .600/.600 112LSA daily in my LS2 GTO and tuned perfect it runs great idles at 875 and can cruise around at 1100 no problem......90% of it is in the tune unless you get really crazy with the cam specs

sweetC5

Ok thats good, I just wanted to make sure I can hear some cam! Just wanted to make sure it would wake this thing up in the sound department to. Thanks for all the help guys

VortechC5

iTrader: (6)

The cam that I run in my 427 has -4 degrees of overlap. With the idle set at 825 it has a slight lope that can be heard and felt when sitting in the car.

davidws6

iTrader: (36)

The cam in my TA has 0 deg overlap,
I thought it would idle like stock, but you can still hear a slight lope @ 700 RPM
Though the snappy low end torque sure is fun on the street.
The previous cam had 6 deg overlap. Below 3500 RRM, it did not have near the torque it does now. However, above 3500, it would feel like boost kicking in.
I have another cam with 17 deg overlap I was going to use, but in wanting better drive ability, I went the other way.
With the larger cam, I might gain HP, but I'd loose some of low end torque.

sweetC5

Thanks for the replies guys, this sounds like I should be happy then! That top end boost feel is not what I want either, I want as much power as possible from about 2000-6000. I feel it was actually make the car much faster then having a big cam and waiting for that top end pull. We will see huh, having 1 chamber flowmasters should help too.

dirty_old_chevy

I have -2* in my 4.8 and it sounds pretty nasty. But its a small engine.

litle88

iTrader: (20)

Another cam like the gm hotcam is the ASA cam. It sounds really mean and is easily tuned and should give you the power where your wanting it the most. Just my .02

Mez

iTrader: (1)

Cam overlap is only one of many elements in making a great performing engine. A cam with lots of overlap is helpful with heads that don't flow well. Lots of overlap help move air thru the cylinder because of poor flowing ports of these older heads.

If you have great flowing heads with lots of port velocity, it accomplishes the same goal of a cam with lots of overlap. The LS heads are a different animal and flow much better so a lot less overlap is needed to make power.

My LS2 with CNC heads, small Lingenfelter GT-11 cam makes 458 rwhp, idles smooth at 675 rpm, and makes great torque from 1000 to 6500 rpm. This cam has -12 overlap. Big overlap is not needed to make good power on good flowing and high velocity heads.

sweetC5

Whats your guys take on the ASA cam, would that cam work good in a LS3? Do you guys think it would be a better choice? Found another intresting one from lunati, ADV 287/298 222/230 114

davidws6

iTrader: (36)

That 222/230 114LSA would be a good choice also.

litle88

iTrader: (20)

But with a 114 LsA it won't sound so cammed. I say NO on that cam. Remember the Ls3 heads like at least 10* of more duration than the intake. That's according to Comp. so far I agree. Just my .2

davidws6

iTrader: (36)

Yes, that 222/230 would work, but probably not optimal.
I agree, 10 > 12 degrees is the split I've seen on cams for ls3 and ls7 heads

Just seen this cam on Vengance Racing website for L92 / LS3 heads.

https://www.vengeancerd.com/ecart/pr....617-115%252b4

- 1.5 overlap but you should still hear it due to the duration

sweetC5

Ya agree, from the home work I have done these heads like at lest a 10 degree split.

topbrent

iTrader: (1)

Here is a calculator to figure out the timing events: http://www.wallaceracing.com/cam-deg-calc.php

217/228 112/108

IVO: 0.5 ° BTDC
IVC: 36.5 ° ABDC
EVO: 50.0 ° ATDC
EVC: -2.0 ° BBDC
Overlap: -1.5 °

Patrick G

iTrader: (14)

OK, the advice is all over the place, but here's the real skinny on those LS3/L92 heads: They don't need as big of a split as many of you are saying. I've said this on many threads and I'll say it again, the L92/LS3 heads flow slightly better than an LS2 head on the exhaust and much better on the intake. So if they flow a little bit better on the exhaust, why in the world would you recommend such a large split on them, but not on a cathedral port head? For example, a 228/228 (228R) cam is very popular with the 5.7/6.0 cathedral port heads running long tube headers and low restriction exhaust. In this case, 228 is plenty of exhaust duration. So now, you add an L92/LS3 head with the same or better exhaust flow and now you need a 10 degree split? That makes absolutely no sense at all.

Yes, the rectangular port heads flow very well on the intake side. It's been well documented that they require 4-6 degrees less duration than a cathedral port LS2 head to make the same power or more. So if a 228R would be a good daily driver cam for a 6.0L, than a 224/228 or a 222/228 cam would be appropriately sized for a 6.0L with L92/LS3 heads. Those who are advocating huge exhaust duration or large 10-12 degree splits are not looking hard enough at what's going on in the exhaust cycle of the combustion process.

Stock L92 head flow numbers from Richard at West Coast Cylinder heads:
4.030” test bore
Lift ___.100 _.150_.200_.250_.300 _.350 _.400 _.450 _.500 _.550 _.600 _.650_.700_.750
#1 Int. 74.9 109.4 154.4 193.5 225.3 252.8 274.6 292.7 308.8 321.0 328.7 326.6 310.0 316.6
#1 Exh. 63.6 97.9 126.1 148.7 162.3 178.6 189.6 197.6 205.5 210.7 214.6 217.8 221.2 223.5
The intake was tested with a radius plate and the exhaust was tested with a 2 ½” stub pipe.

4.155” test bore
Lift ___.100 _.150_.200_.250_.300 _.350 _.400 _.450 _.500 _.550 _.600 _.650_.700_.750
#1 Int. 73.8 108.7 153.2 192.6 225.2 253.6 277.0 296.7 313.0 326.0 335.8 326.9 327.3 317.1
#1 Exh.61.1 97.9 125.7 148.1 162.0 179.5 191.8 200.1 205.9 213.3 218.4 220.9 221.9 223.2
The intake was tested with a radius plate and the exhaust was tested with a 2 ½” stub pipe.

Casting Number 243
Head: 2001 LS6 5.7 Liter Passenger Car
Material: Aluminimum
Part Number:
12564243
Combustion Chamber Volume: 64.45cc
Compression Ratio: 10.5:1
Intake Port Volume: 210cc
Exhaust Port Volume: 75cc
Intake Valve Diameter: 2.00 inches
Exhaust Valve Diameter: 1.55 inches

Stock 243 (LS6/LS2) Head Flow Numbers
Chamber 64.45 cc-------0.100---0.200--0.300--0.400---0.500---0.550---0.600
Intake 210 cc------------62------126----184----224-----251----256----257
Exhaust 75 cc------------57------108----143----163-----176----180----183

LS2 head flow on Bo White's flow bench:
.200 137/115
.300 194/150
.400 237/175
.500 262/186
.600 251/197
3.900 bore, 1 7/8 pipe

The point is, the L92/LS3 heads have a larger 1.59 exhaust valve and larger port and flow more than LS6/LS2 exhaust ports with stock 1.55 exhaust valves in these flow sheets. In summary, it does not make sense to give a 6.0/6.2L more exhaust duration with a L92/LS3 head than you would with an LS6/LS2 head. I hope these flow sheets help support this. It's the intake that can take LESS duration. Let's stop repeating that LS3/L92 heads require big splits (like 10 degrees or more) like it's gospel. That is not necessarily the facts. Hopefully, the illustration above shed some additional light on what it takes to correctly cam a rectangular port cylinder head.

sweetC5

Thanks for your input, so would you say that 222/228 would be a good choice for my ls3 then? That actually was the cam I was going to run from the get go, but all this talk in a big split made me change my mind. I can get a good deal on a voodoo 222/228 cam!

litle88

iTrader: (20)

Sounds good I'll just pm Comp cams and tell them they are building the wrong cams and are telling us consumers bad advise and bad products.

I'm no expert but I have talked to Comp Ls reps along with other vendors like LPE (who's heads I bought for my build and recommended me a cam very similar to the one comp did) and all have said what has worked for them. Is it a coincidence? I don't think so!