Tick Performance Rectangle Port cams are here!
#1
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Enjoy!
I do have dyno graphs for the Stage 1 and Stage 2 Street Heat and will be posting those shortly. I've got some Polluter cams going in as we speak so I'll have results for it soon also! A few of the turbo cams have sold also and I'll have data on them soon for those that are interested.
Street Heat Stage 1:
http://www.tickperformance.com/tick-...3-l99-engines/
Street Heat Stage 2:
http://www.tickperformance.com/tick-...3-l99-engines/
Street Heat Stage 3 POLLUTER:
http://www.tickperformance.com/tick-...3-l99-engines/
Nitrou$:
http://www.tickperformance.com/tick-...3-l99-engines/
These are more slated for a positive displacement blower engine. I have other cams specifically for LS3/LS7 style heads with centrifugals:
Stage 1 blower:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 2 blower:
http://www.tickperformance.com/tick-...3-l99-engines/
Even those these say "LS3 turbo cams" I use them in everything from cathedral port to rectangle port heads. It's usually best to just contact me and let me guide you to the best profile for your combination.
Stage 1 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 2 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 3 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Emissions Friendly:
http://www.tickperformance.com/tick-...3-l99-engines/
For those that have a unique combination of parts that truly need a custom grind there is always that. I've tried to cover as many combinations as possible to where an Elite Series cam will fit into just about everyone's needs, but there are always some that will need a custom cam.
Custom:
http://www.tickperformance.com/tick-...l-lsx-engines/
For those guys with VVT and AFM here are our delete packages:
VVT Delete:
http://www.tickperformance.com/tick-...or-ls-engines/
AFM delete:
http://www.tickperformance.com/tick-...or-ls-engines/
I do have dyno graphs for the Stage 1 and Stage 2 Street Heat and will be posting those shortly. I've got some Polluter cams going in as we speak so I'll have results for it soon also! A few of the turbo cams have sold also and I'll have data on them soon for those that are interested.
Street Heat Stage 1:
http://www.tickperformance.com/tick-...3-l99-engines/
Street Heat Stage 2:
http://www.tickperformance.com/tick-...3-l99-engines/
Street Heat Stage 3 POLLUTER:
http://www.tickperformance.com/tick-...3-l99-engines/
Nitrou$:
http://www.tickperformance.com/tick-...3-l99-engines/
These are more slated for a positive displacement blower engine. I have other cams specifically for LS3/LS7 style heads with centrifugals:
Stage 1 blower:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 2 blower:
http://www.tickperformance.com/tick-...3-l99-engines/
Even those these say "LS3 turbo cams" I use them in everything from cathedral port to rectangle port heads. It's usually best to just contact me and let me guide you to the best profile for your combination.
Stage 1 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 2 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Stage 3 turbo:
http://www.tickperformance.com/tick-...3-l99-engines/
Emissions Friendly:
http://www.tickperformance.com/tick-...3-l99-engines/
For those that have a unique combination of parts that truly need a custom grind there is always that. I've tried to cover as many combinations as possible to where an Elite Series cam will fit into just about everyone's needs, but there are always some that will need a custom cam.
Custom:
http://www.tickperformance.com/tick-...l-lsx-engines/
For those guys with VVT and AFM here are our delete packages:
VVT Delete:
http://www.tickperformance.com/tick-...or-ls-engines/
AFM delete:
http://www.tickperformance.com/tick-...or-ls-engines/
#3
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Stage 1 dyno graph:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/JabrAldossary.png)
Stage 1 idle clip:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/th_M4H02606.jpg)
This car only had 1x7/8" headers, ORX, Corsa exhaust and a Vararam intake. Everything else was stone stock down to the torque converter. It drove surprisingly well with the stock torque converter as well! These 6L80E transmissions eat up a TON of power also as they have two separate planetaries and have a ton of moving parts. With a 6 speed I'd expect it to clear 455-460rwhp cam-only all day long.
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/JabrAldossary.png)
Stage 1 idle clip:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/th_M4H02606.jpg)
This car only had 1x7/8" headers, ORX, Corsa exhaust and a Vararam intake. Everything else was stone stock down to the torque converter. It drove surprisingly well with the stock torque converter as well! These 6L80E transmissions eat up a TON of power also as they have two separate planetaries and have a ton of moving parts. With a 6 speed I'd expect it to clear 455-460rwhp cam-only all day long.
#4
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Stage 2 dyno graph STD:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/CharlesDehartSTD.png)
SAE:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/CharlesDehartSAE.png)
This car was a good one, we had Advanced Induction do their "budget port work" which involves leaving the intake runner 100% completely untouched and the way it left the factory. They CNC port the exhaust runner to help out the exhaust flow, do a valve job on intake and exhaust and CNC the combustion chamber. They do blend the valve job from the bowl and seat areas into the throat of the intake runner, but the entire runner itself stays "as cast" factory.
This car had 10.9:1 compression from the factory 10.78:1 and was topped with an un-ported Fast 102 with the stock LS3 90mm throttle body. The exhaust is really holding this combination back from its full potential though. It has 1x3/4" Kooks headers with 3"x2 1/2" cats that attach to the collectors so the collector is 3", but the outlet is basically 2x1/2" choking it down. From there the high flo cats connect to the 100% factory 2x1/2" H-pipe, into the factory 2x1/2" resonators and into a 2x1/2" GMPP axle-back exhaust. This combination could VERY EASILY pick up at least 15rwhp with 3" X-pipe, getting rid of the resonators and a 3" cat-back and that is with cats still! If you did a ORX without resonators(they wouldn't fit the 3" anyways) and a 3" cat-back the numbers would be easily 20rwhp higher if not more! Not to mention 1x7/8" headers!!!!
Needless to say, the Stage 2 cam is a beast...
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/CharlesDehartSTD.png)
SAE:
![](http://i1105.photobucket.com/albums/h344/fbodyjunkie06/CharlesDehartSAE.png)
This car was a good one, we had Advanced Induction do their "budget port work" which involves leaving the intake runner 100% completely untouched and the way it left the factory. They CNC port the exhaust runner to help out the exhaust flow, do a valve job on intake and exhaust and CNC the combustion chamber. They do blend the valve job from the bowl and seat areas into the throat of the intake runner, but the entire runner itself stays "as cast" factory.
This car had 10.9:1 compression from the factory 10.78:1 and was topped with an un-ported Fast 102 with the stock LS3 90mm throttle body. The exhaust is really holding this combination back from its full potential though. It has 1x3/4" Kooks headers with 3"x2 1/2" cats that attach to the collectors so the collector is 3", but the outlet is basically 2x1/2" choking it down. From there the high flo cats connect to the 100% factory 2x1/2" H-pipe, into the factory 2x1/2" resonators and into a 2x1/2" GMPP axle-back exhaust. This combination could VERY EASILY pick up at least 15rwhp with 3" X-pipe, getting rid of the resonators and a 3" cat-back and that is with cats still! If you did a ORX without resonators(they wouldn't fit the 3" anyways) and a 3" cat-back the numbers would be easily 20rwhp higher if not more! Not to mention 1x7/8" headers!!!!
Needless to say, the Stage 2 cam is a beast...
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#5
TECH Fanatic
iTrader: (6)
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How about a Stage 1.5? 231/237 .61x/.62x 114 +2 or +3? I only want 5 or 6 degrees of overlap max. Would that cam fit in a stock shortblock LS3 without flycutting?
Here's my ported LS3 intake only dyno pull from today. Stock LS3 air cleaner. Stock GM tune. Stock exhaust manifolds and stock exhaust through the mufflers. UMS wasn't who ported my intake. I just used them to dyno my car before and after. They are actually an Evo shop. I put a Callaway Honker right after that pull and did 413rwhp. I'm installing catless Pfadt headers on Tuesday along with a factory Z06 axleback. So hopefully I can be in the 430's-440's on a stock cam LS3.
Here's my ported LS3 intake only dyno pull from today. Stock LS3 air cleaner. Stock GM tune. Stock exhaust manifolds and stock exhaust through the mufflers. UMS wasn't who ported my intake. I just used them to dyno my car before and after. They are actually an Evo shop. I put a Callaway Honker right after that pull and did 413rwhp. I'm installing catless Pfadt headers on Tuesday along with a factory Z06 axleback. So hopefully I can be in the 430's-440's on a stock cam LS3.
![](http://i4.photobucket.com/albums/y121/jonschwenn/2013-01-31_11-17-29_840.jpg)
Last edited by TurboAv; 02-01-2013 at 02:56 AM.
#6
TECH Senior Member
iTrader: (71)
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Martin.. How about a cam selection for my combo?
I have the +12cc pistons with stock l92 heads.
Installed currently is: http://texas-speed.com/p-79-texas-sp...-camshaft.aspx
You have something that you would recommend more for my setup and goals, you have a rough idea of my goals/etc..
Motor is still on the stand but I 100% planned on getting it in the car by next weekend (K member will be here on wednesday and that is all I planned on buying for now). However, if it is going to be worth the hassle of selling this cam and swapping I will consider it.
I was looking at that nitrous one but not sure on fitment... Or if I would want it as I still want the car perform up to standards on and off the bottle. 200+ shot is in the future though of course, built the block for a 300.
I have the +12cc pistons with stock l92 heads.
Installed currently is: http://texas-speed.com/p-79-texas-sp...-camshaft.aspx
You have something that you would recommend more for my setup and goals, you have a rough idea of my goals/etc..
Motor is still on the stand but I 100% planned on getting it in the car by next weekend (K member will be here on wednesday and that is all I planned on buying for now). However, if it is going to be worth the hassle of selling this cam and swapping I will consider it.
I was looking at that nitrous one but not sure on fitment... Or if I would want it as I still want the car perform up to standards on and off the bottle. 200+ shot is in the future though of course, built the block for a 300.
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#13
TECH Fanatic
iTrader: (6)
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I'm with you on the overlap deal. I want to keep it around 4 to 6 degrees max. There are many LS3 guys making 480-500rwhp(or more with higher than stock compression) with 230's duration cams that have minimal overlap using the rectangle port heads. The other myth seems to be big splits with the rectangle port stuff. One of the guys over on Corvette forum with an LS3 C6 runs a 236/236 and traps 133mph. How's that for flying in the face of conventional wisdom of 10-15 degree splits?
#15
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How about a Stage 1.5? 231/237 .61x/.62x 114 +2 or +3? I only want 5 or 6 degrees of overlap max. Would that cam fit in a stock shortblock LS3 without flycutting?
Here's my ported LS3 intake only dyno pull from today. Stock LS3 air cleaner. Stock GM tune. Stock exhaust manifolds and stock exhaust through the mufflers. UMS wasn't who ported my intake. I just used them to dyno my car before and after. They are actually an Evo shop. I put a Callaway Honker right after that pull and did 413rwhp. I'm installing catless Pfadt headers on Tuesday along with a factory Z06 axleback. So hopefully I can be in the 430's-440's on a stock cam LS3.
![](http://i4.photobucket.com/albums/y121/jonschwenn/2013-01-31_11-17-29_840.jpg)
Here's my ported LS3 intake only dyno pull from today. Stock LS3 air cleaner. Stock GM tune. Stock exhaust manifolds and stock exhaust through the mufflers. UMS wasn't who ported my intake. I just used them to dyno my car before and after. They are actually an Evo shop. I put a Callaway Honker right after that pull and did 413rwhp. I'm installing catless Pfadt headers on Tuesday along with a factory Z06 axleback. So hopefully I can be in the 430's-440's on a stock cam LS3.
![](http://i4.photobucket.com/albums/y121/jonschwenn/2013-01-31_11-17-29_840.jpg)
Martin.. How about a cam selection for my combo?
I have the +12cc pistons with stock l92 heads.
Installed currently is: http://texas-speed.com/p-79-texas-sp...-camshaft.aspx
You have something that you would recommend more for my setup and goals, you have a rough idea of my goals/etc..
Motor is still on the stand but I 100% planned on getting it in the car by next weekend (K member will be here on wednesday and that is all I planned on buying for now). However, if it is going to be worth the hassle of selling this cam and swapping I will consider it.
I was looking at that nitrous one but not sure on fitment... Or if I would want it as I still want the car perform up to standards on and off the bottle. 200+ shot is in the future though of course, built the block for a 300.
I have the +12cc pistons with stock l92 heads.
Installed currently is: http://texas-speed.com/p-79-texas-sp...-camshaft.aspx
You have something that you would recommend more for my setup and goals, you have a rough idea of my goals/etc..
Motor is still on the stand but I 100% planned on getting it in the car by next weekend (K member will be here on wednesday and that is all I planned on buying for now). However, if it is going to be worth the hassle of selling this cam and swapping I will consider it.
I was looking at that nitrous one but not sure on fitment... Or if I would want it as I still want the car perform up to standards on and off the bottle. 200+ shot is in the future though of course, built the block for a 300.
I would go with the Polluter for your build namely because the compression you have. Compression will really help with the drivability of the cam. What happens when you add overlap at cruising rpm's is the engine becomes less efficient and of course issues with surging and bucking can arise. When you add compression your effectively raising the efficiency of the combustion event which in turn will help offset the inefficiency of the added overlap from the camshaft profile.
287/301@.006"
237/248@.050"
160/164@.200"
114LSA 111ICL 117ECL
237/248 .622"/.595" 114+3
That would be a nice LS3 stroker cam grind that would make boat loads of torque and average power while peaking around 6300-6400rpm and shifting at 6700ish.
#16
FormerVendor
iTrader: (13)
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Nice work Martin.
Which headers does he have? I think a combination with a good set of ARH 1 7/8" headers would work with less exhaust duration. However if he had 1 3/4" ebay headers I think the larger split would definitely be better.
A earlier EVO will always make more peak power if everything else stays the same.
A earlier EVO will always make more peak power if everything else stays the same.
#17
TECH Fanatic
iTrader: (6)
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Nice work Martin.
Which headers does he have? I think a combination with a good set of ARH 1 7/8" headers would work with less exhaust duration. However if he had 1 3/4" ebay headers I think the larger split would definitely be better.
A earlier EVO will always make more peak power if everything else stays the same.
Which headers does he have? I think a combination with a good set of ARH 1 7/8" headers would work with less exhaust duration. However if he had 1 3/4" ebay headers I think the larger split would definitely be better.
A earlier EVO will always make more peak power if everything else stays the same.
#18
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sweet. i haven't forgotten about you martin. finally got my other parts coming and will be placing my order in a couple weeks. can't wait to get you some more results for one of those n/a cams in my LY6
#20
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Nice work Martin.
Which headers does he have? I think a combination with a good set of ARH 1 7/8" headers would work with less exhaust duration. However if he had 1 3/4" ebay headers I think the larger split would definitely be better.
A earlier EVO will always make more peak power if everything else stays the same.
Which headers does he have? I think a combination with a good set of ARH 1 7/8" headers would work with less exhaust duration. However if he had 1 3/4" ebay headers I think the larger split would definitely be better.
A earlier EVO will always make more peak power if everything else stays the same.