Has anyone ran a 224/228 on a L92?
08-23-2012, 03:20 AM
#23
http://www.performancetrucks.net/for...s-dang-490303/
08-23-2012, 06:16 PM
#25
I have the 224/228 you mentioned on L92 heads...........and well.
Change your cam.
I'll just leave it at that.
As a side note Anyone know how much duration one can use on .030 milled L92 without smacking the top of the piston?
Change your cam.
I'll just leave it at that.
As a side note Anyone know how much duration one can use on .030 milled L92 without smacking the top of the piston?
08-23-2012, 11:32 PM
#27
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i did alot of research before i decided on a cam for my lq9 with ls3 heads so i looked for 6.0s with l92/ls3 heads.
i saw pat g customer have great succes with a comp lsr 223 231 610 617 113+4 cam make 460/446 in a ls2/l92s vette.
some fella with a lq4/l92s with eps 226-234 598 600 113+4 cam make 466/440.
another fella with ls2/ls3s with eps 226-234 113+4 cam make 457/433 in a t/a.
spinmonster on corvette forum with ls2/ls3s with comp 230-234 612 598 114+4 make 471/? in a vette (duh...corvette forum). also recommend 228-232 588 595 114+4 for automatics make 465/?. spinmonster stands by his dyno and dd testing.
have read the katech torquer with 224 236 forgot lift and lsa is very good dd.
me personally, the 223-231 combo seemed great for what like you are looking for but i felt it would be too torquey and me being in a truck with light rear i figured i have too much traction issues. so i went with a comp 228 232 588 595 114+4 to move up my power band a little. i already had the same cam but on a 111 on my prior lq4 with 243s and loved the powerband so figure i will be where i want to be at.
one thing to notice is with the exception of the katech torquer all cams i mentioned have a 4 to 8 degree split. now spinmonster recommends porting the exhaust ports and bowls ONLY of the heads and i did do that myself.
i personally believe your 224-228 or the cheater cam will work well. cheaper to go with what you got but to each their own and i respect everyone's opinion.
08-24-2012, 07:44 AM
#30
08-24-2012, 01:23 PM
#33
I agree about the lift. I have the LS3 heads milled .030 with the 224/228 mentioned.
Basically what would anyone call "the best cam" for such a setup with comfortable PTV. The car has 70K on the clock and is driven every day, I mean EVERY DAY. So every choice I've made with it keeps that in mind.
I'm considering the 223/231 610 617 cam. Don't really know if it is worth changing though.
08-24-2012, 01:36 PM
#34
My best on motor with 243's was 11.90
My best on motor with L92's is 11.82
Like I said probably I am not the guy one should take advice from on this swap, it just hasn't been worth the $$$ or trouble to this point.
I know there are a handful of guys running 11.2 and 11.3 with this setup, they are the exception not the rule. I've run my car down the track probably 300 times and IMO my rectangle ports are not exactly kicking the **** out of my box stock 243's.
FWIW we did the same swap on an 06 GTO with the 223/231 cam, That car went 11.77. You can count all the goats breaking 11.70 with this setup on one hand.
The swap makes sense (for example I like that I can use the LS3 injector now, which is a nice upgrade over the LS2) and it is cost effective, I'm just convinced the rectangle ports need the 6.2L do really do their thing. And that the dyno numbers for some reason don't always carry to the track. Again the whole thing is like pin the tail on donkey, one builder will tell you you need 10 degress of split, another will tell you that zero split will work, one will tell you valve shrouding is a problem and the next will say not to worry. For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.
Again, just my .02.
08-24-2012, 03:08 PM
#35
08-25-2012, 02:02 AM
#36
No it's the one in my GTO. The time in my sig was a nitrous pass on the 243's.
My best on motor with 243's was 11.90
My best on motor with L92's is 11.82
Like I said probably I am not the guy one should take advice from on this swap, it just hasn't been worth the $$$ or trouble to this point.
I know there are a handful of guys running 11.2 and 11.3 with this setup, they are the exception not the rule. I've run my car down the track probably 300 times and IMO my rectangle ports are not exactly kicking the **** out of my box stock 243's.
FWIW we did the same swap on an 06 GTO with the 223/231 cam, That car went 11.77. You can count all the goats breaking 11.70 with this setup on one hand.
The swap makes sense (for example I like that I can use the LS3 injector now, which is a nice upgrade over the LS2) and it is cost effective, I'm just convinced the rectangle ports need the 6.2L do really do their thing. And that the dyno numbers for some reason don't always carry to the track. Again the whole thing is like pin the tail on donkey, one builder will tell you you need 10 degress of split, another will tell you that zero split will work, one will tell you valve shrouding is a problem and the next will say not to worry. For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.
Again, just my .02.
My best on motor with 243's was 11.90
My best on motor with L92's is 11.82
Like I said probably I am not the guy one should take advice from on this swap, it just hasn't been worth the $$$ or trouble to this point.
I know there are a handful of guys running 11.2 and 11.3 with this setup, they are the exception not the rule. I've run my car down the track probably 300 times and IMO my rectangle ports are not exactly kicking the **** out of my box stock 243's.
FWIW we did the same swap on an 06 GTO with the 223/231 cam, That car went 11.77. You can count all the goats breaking 11.70 with this setup on one hand.
The swap makes sense (for example I like that I can use the LS3 injector now, which is a nice upgrade over the LS2) and it is cost effective, I'm just convinced the rectangle ports need the 6.2L do really do their thing. And that the dyno numbers for some reason don't always carry to the track. Again the whole thing is like pin the tail on donkey, one builder will tell you you need 10 degress of split, another will tell you that zero split will work, one will tell you valve shrouding is a problem and the next will say not to worry. For every rectangle port head that goes on a car and runs like a wicked mother there is another that just doesn't seem to do the same.
Again, just my .02.
224/230 .581/.590 114 I'll see how it goes. Waiting on PRC springs to arrive to send heads out to get milled (0.20 or 0.30) with stock LS3 gaskets. Also will be installing LS3 int valves.
