91Camaro man

Iv been looking at keeping the vvt but looking at a bunch of the cams and specs I don't feel they would last to long as in phaser or valve springs. So I'll be deleting the vvt going with a 3 bolt cam. I'm looking for a cam that will work with the low 9.6:1 compression to give me a broad power band of 1800/2200 to 6500/6800, peak power around 6000-6300 rpm. I'm also looking for a cam that will not kill the valve springs at under 50k miles. Also thinking about boost in the far future.

I've been looking at this cam TFS-30602001 $290
216/220 .560/.560 114 and wondering what the peak hp rpm would be? From searching online my guess on a cam would be at
.05 duration
220-225int 225-230exh
Lift
.550-.575both
114-116lsa
not sure how the torque curve would be with the lower 9.6:1Cr though. Trying to keep torque decent around 2000 rpm for cruising in 5th gear. This will be going in a 91 camaro 5 speed manual that weighs 3250lbs with a sbc in it. I'd appreciate any help been racking my brain on what to get. Thx in advance.

Mercier

iTrader: (15)

The cam you mentioned is listed as 2000-6000 and says it requires 10.5:1 compression. I'm not a smart enough cam guy to tell you why the CR requirement(still learning) but maybe some of the other guys here can help you understand that.

I suggest you look at something like the Tick SNS stage 1 or so. 1500RPM-6000 or the stage 2 is about 1800-6x00 I believe. At least that is in the neighborhood of what you seem to want and they offer "milder" lobe options that won't beat the snot out of your valve springs. Occurs to me as a pretty badass but livable DD cam. I'm currently salivating over this cam line myself for otherwise stock-ish motor. The woman in my house says I have to get it running before I buy anything else for it though. Who asked her anyway?!

91Camaro man

I figured the cam rpm was for a 5.7l (ls1). So I thought with my engine being a 6.0l it'd make up for the compression being a point less then optimal. But if the rpms are for a ls1 then it'd be 200rpm less or so on the 6.0l. I just figured it was a vary inexpensive cam. My thoughts on my cam specs are for a broad power band even if it sacrifieses some hp and torque to spread out the rpm a bit I can fill it in later with a boost.

I've been reading conflicting info on this site and others about longevity on valve spring life. Some say over .575" lift is harsh on valve springs, some say it's only the cam ramp rate that matters. So that's why I'm looking for somone who's done dyno time or just similar set up to figure out valve spring life around 50k+ miles befor changing. wouldn't hurt to find out max hp and tq for the set ups too😉

91Camaro man

Oh by the way thanks for the cam recommendations haven't looked at that web sight yet

91Camaro man

So does anyone know if my cam specs would be close to the rpm range I want? As in
1. decent low end TQ at 2000 for cruzing
2. peak hp around 6000-6400rpm.
3. valve springs life around 50k plus miles.

Mercier

iTrader: (15)

It is mostly the rate IMO and from my reading, but with high lift you can only have so slow of a ramp rate right? You've only got so many degrees of rotation to get the lifter up and back down again so I figure at some high level of lift you have to have at least a somewhat higher ramp rate no matter what. I would ask Tick how many miles they think you can get out of one of their cams with the milder lobes without popping a valve cover.

If you really want 50K miles without even thinking about it, you probably want to stay with a GM hot cam or so. Those will go 50K+ miles and only require $50 LS6/LS2 blue/yellow springs. Good power band and a nice-sounding idle. Not for those looking for all-out power but a fun cam that you can DD for years and not worry about. Saves you significantly on springs too.

91Camaro man

I was going to replace the valve springs with a duel valve springs using the
Texas speed Camshaft Package w/ Dual Valve Spring Kit
tsp ls3 225/230 cam 112-114lsa (undecided),
with Texas Speed Hardened Chromoly Pushrods,
With duel valve springs with .650" or .675" lift for a lil more
Or maybe make acustom cam on there sight not sure. I'll have to call them and ask the longevity of the cam and duel valve springs.

Mercier

iTrader: (15)

I think they'll tell you 50K is risky but you will make a lot more power.

Jimbo1367

Have Patrick G spec you a cam. Regular or VVT. (Try a SEARCH)

Another highly respected cam guru is Martin @ www.tickperformance.com

1989GTA

With your goals I don't know why you want to get rid of the VVT. The cams and rpm range you mention VVT will serve you well. More power under the curve.

91Camaro man

The main reason I wanna get rid of vvt is reliability. At above 50k miles with bigger cams then stock from what I've read they don't last long ( no personal experience on vvt cam phasers) but that's all iv read. That and I figure more of a hassle to tune.

Looking at making a custom cam from all the info iv read and dynos on the ls3 engine it lookes like a good cam for 2000-6500 rpm would be
@.05 224int/232exh,
lift .568"int/.573exh
114 lsa on comp xe lobes for longevity of the valve train. Not quit sure where I want the intake center line to be though. Any one have any experience with a cam close to those specs with l92 heads?

Sales@Tick

iTrader: (3)

I have some very nice 219/230-221/232 camshafts I have used with great success in the past. They are .600-.640 lift and all of the lobes I utilize have extremely smooth ramp rates and are softer on and off the seat than the majority of the more common lobes in usage.

Lift does not tell the entire story of a camshaft, but it can be a helpful indicator. Most of the time a high lift camshaft does have an aggressive ramp rate, but not all of the time.

The lobes I use are a great example of this.

91Camaro man

Looks like the turbo stage 1 cam for the ls3 should fit the bill well. Falls right around what I was looking for at 223/231 .61x”/.59x” | LSA115+5

I just have a couple questions on the cam.
1. How harsh is that cam on valve springs?
2. would you recommend single beehive springs or duel springs to get the best spring life?
Feel free to pm me if you have a better suggestion on a cam for my set up or just post it up.
And thx in advance for everyone's suggestions

Jonathan Irvin

What Heads/intake are you using? My LY6 came with no VVT and 823 heads. Been looking at cam options for a bit and it seems we've got the same questions. Im trying to make + 430whp on a cam/ LS3 intake, long tubes, through a T56 mag.

91Camaro man

I have the same set up as your ly6 with 823 head castings, but I have the vvt cam phaser that I'm going to be deleting. I have the truck style intake wich I'll keep if it can fit under the hood. if not I'm going with an ls3 intake like yourself. But I have read the truck intake can be ported and be close if not more flow to the fast Intakes.

https://ls1tech.com/forums/generation-iv-external-engine/1577569-tbss-gm-gen-iv-truck-owners-radical-gains-radical-ported-intake.html

Not sure what ur plans are in the future for your car as in if you are going to add boost or keep it NA. But for NA the cam I'm looking at should be good for your set up if you tighten up the lsa to around 110-113. The lower you go the narrower the power band but you will make more power. Around the 110-111lsa I'd check valve to piston clearance and it gets harder to tune if your fuel injected unless you have a really good tuner.

Now that I have the cam narrowed down the hardest part is deciding if I wanna go with the new style 58x reluctor ring ecm E38/E68 or the older 24x reluctor style ecm.

Jonathan Irvin

Im planning on staying NA for a while. why do you recommend a lower lsa instead of the 115+5?

91Camaro man

With a 111-112lsa on that cam it will build more compression/torque in the rev range it will basically act like having the ly6 with 11.5:1CR or so. Unless ur milling the heads then the 115+5 lsa would be fine.
Here's some info on lsa of cams

http://www.compcams.com/Technical/FAQ/LSAproperties.asp

http://www.superchevy.com/how-to/engines-drivetrain/0905chp-camshaft-lobe-separation-angle-performance-test/viewall.html?__federated=1

Sales@Tick

iTrader: (3)

Shoot me an email to martin@tick-performance.com and we'll go over your options. I feel a custom grind cam may be best for your application.

Russ K

iTrader: (1)

That super chevy test was with a carb. Not a fair comparison to a long runner EFI system. As a carb always will need a tighter LSA camshaft, because the intake signal has to start earlier to pull the fuel from the carb jets. On a EFI system, only air is pulled into the cylinder. The injector sprays fuel under pressure from the fuel pump. Also a tight LSA on a long runner LS intake over scavenges the exhaust, pulling too much of the intake charge right out the exhaust port. And needlessly reduces the street manners.

And trying to make up for a low CR engine by advancing the cam, is really going to lower the mid range to top end power.

Russ Kemp

91Camaro man