NEW Tick Performance LS3/L99 Stock Stall camshaft
#1
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From: Mount Airy, NC
NEW Tick Performance LS3/L99 Stock Stall camshaft
Tick Performance is proud to release our new "Stock Stall" camshaft for LS3 and L99 applications.
As anyone who has ever cammed an automatic transmission equipped vehicle knows, a stall converter upgrade is a must. There are two main reasons for this, and one is the idle speed required for a camshaft with added overlap.
When you install an aftermarket camshaft that has a large amount of overlap versus the stock camshaft, the idle speed must be raised. A stock stall converter is extremely tight and 9/10 if you place the vehicle in D and let off of the brake pedal even at a stock idle speed it will move forward.
Now imagine raising that idle speed 100-300rpm...what is going to happen when you put your transmission in D from P? It's going to CLUNK into gear and you will literally have to stand on the brake pedal to keep it from moving forward. Idle it down to a lower speed and you'll have fits finding the sweet spot with running airflow and keeping the engine from dying all the time when coming to a stop or going from light throttle to idle transitions.
The second reason is the engine's power band. When you add duration, lift and overlap to an engine that was previously equipped with a stock camshaft, you will shift the power curve upwards. It is inevitable that when the power band is shifted upwards that you must then lower the rear gear ratio with higher numeric gears and add a higher speed stall converter. This will then allow you to optimize your vehicle's supporting modifications for that higher RPM operating range.
That said, you can design a camshaft profile with the proper valve events that stays very close to the factory camshaft's power peaks. It is not hard to broaden the torque curve at higher RPM, while at the same time adding torque off idle under 2500 rpm where it would greatly benefit a factory stall converter equipped vehicle.
We have a lot of people with later model vehicles call and ask for camshafts that will work with stock stall converters. This cam was born out of that necessity. I also had several shops contact me with customers wanting a camshaft like this, so we tried a few different grinds. After trying 2-3 different profiles this cam was found to have the best manners with the stock stall. At the same time this camshaft is not so tame that you cannot tell that a camshaft is installed as it does have a slight lope to it at idle.
I wouldn't call it a "stealth or sleeper" cam, but it definitely works extremely well with a stock speed stall converter in a LS3/L99/L76 etc. equipped vehicle. Basically anything 365-376 c.i. with square port cylinder heads.
I will say that you could easily take this cam and pair it with a 2400-3200rpm stall converter(could be even higher stall speed) and greatly improve upon the vehicle's performance. Just because it's advertised as a stock stall camshaft doesn't mean you have to use a stock stall with it.
Here are three dyno graphs that represent three of the vehicles tested with this specific profile.
All three of these vehicles were ran on Craven Performance's Mustang Dynometer in St. Charles Missouri.
This graph is of a 6.0 6L80E equipped G8 GT. The only modifications this vehicle has are a Vararam cold air intake, DOD delete, VVT delete, our Stock Stall camshaft package and a tune.
This graph is of a 6.2 LS3 6L80E C6 Corvette. This vehicle had a cold air intake, long tube 1x7/8" headers, catted 3" X-pipe and NPP dual mode exhaust.
This last graph is of another G8 GT with a 6.0 and 6L80E transmission. This vehicle had a damaged DOD lifter and the owner wanted to delete the DOD and VVT. He did not however want to install an aftermarket stall converter because this vehicle has absolutely NO other modifications. This vehicle is bone stock down to the factory paper air filter. No cold air intake, no headers no nothing. Just stock exhaust manifolds, stock down pipes with all the factory cats, factory h-pipe and cat-back exhaust.
If you have any questions regarding this camshaft for your application please feel free to contact me. Our phone number can be found in my signature as can our support email address.
As anyone who has ever cammed an automatic transmission equipped vehicle knows, a stall converter upgrade is a must. There are two main reasons for this, and one is the idle speed required for a camshaft with added overlap.
When you install an aftermarket camshaft that has a large amount of overlap versus the stock camshaft, the idle speed must be raised. A stock stall converter is extremely tight and 9/10 if you place the vehicle in D and let off of the brake pedal even at a stock idle speed it will move forward.
Now imagine raising that idle speed 100-300rpm...what is going to happen when you put your transmission in D from P? It's going to CLUNK into gear and you will literally have to stand on the brake pedal to keep it from moving forward. Idle it down to a lower speed and you'll have fits finding the sweet spot with running airflow and keeping the engine from dying all the time when coming to a stop or going from light throttle to idle transitions.
The second reason is the engine's power band. When you add duration, lift and overlap to an engine that was previously equipped with a stock camshaft, you will shift the power curve upwards. It is inevitable that when the power band is shifted upwards that you must then lower the rear gear ratio with higher numeric gears and add a higher speed stall converter. This will then allow you to optimize your vehicle's supporting modifications for that higher RPM operating range.
That said, you can design a camshaft profile with the proper valve events that stays very close to the factory camshaft's power peaks. It is not hard to broaden the torque curve at higher RPM, while at the same time adding torque off idle under 2500 rpm where it would greatly benefit a factory stall converter equipped vehicle.
We have a lot of people with later model vehicles call and ask for camshafts that will work with stock stall converters. This cam was born out of that necessity. I also had several shops contact me with customers wanting a camshaft like this, so we tried a few different grinds. After trying 2-3 different profiles this cam was found to have the best manners with the stock stall. At the same time this camshaft is not so tame that you cannot tell that a camshaft is installed as it does have a slight lope to it at idle.
I wouldn't call it a "stealth or sleeper" cam, but it definitely works extremely well with a stock speed stall converter in a LS3/L99/L76 etc. equipped vehicle. Basically anything 365-376 c.i. with square port cylinder heads.
I will say that you could easily take this cam and pair it with a 2400-3200rpm stall converter(could be even higher stall speed) and greatly improve upon the vehicle's performance. Just because it's advertised as a stock stall camshaft doesn't mean you have to use a stock stall with it.
Here are three dyno graphs that represent three of the vehicles tested with this specific profile.
All three of these vehicles were ran on Craven Performance's Mustang Dynometer in St. Charles Missouri.
This graph is of a 6.0 6L80E equipped G8 GT. The only modifications this vehicle has are a Vararam cold air intake, DOD delete, VVT delete, our Stock Stall camshaft package and a tune.
This graph is of a 6.2 LS3 6L80E C6 Corvette. This vehicle had a cold air intake, long tube 1x7/8" headers, catted 3" X-pipe and NPP dual mode exhaust.
This last graph is of another G8 GT with a 6.0 and 6L80E transmission. This vehicle had a damaged DOD lifter and the owner wanted to delete the DOD and VVT. He did not however want to install an aftermarket stall converter because this vehicle has absolutely NO other modifications. This vehicle is bone stock down to the factory paper air filter. No cold air intake, no headers no nothing. Just stock exhaust manifolds, stock down pipes with all the factory cats, factory h-pipe and cat-back exhaust.
If you have any questions regarding this camshaft for your application please feel free to contact me. Our phone number can be found in my signature as can our support email address.
#4
See if this works.
Blue C6 with the stock stall grind.
https://www.facebook.com/login/roadb...%3D3%26theater
Blue C6 with the stock stall grind.
https://www.facebook.com/login/roadb...%3D3%26theater