Ly6 engine cam choices
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Teching In
Joined: Sep 2014
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From: Mid wisconsin
Ly6 engine cam choices Hello all,
Iv been looking at cams for my ly6 (6.0l with l92 heads) with 9.6:1 conpresion and wondering if any one has had experience with this cam on a NA engine
226/231@.05 .605/.598 lift 113+4 lsa
http://www.briantooleyracing.com/btr-turbo-charged-stage-ii-camshaft.html
Was wondering if it'd be to much overlap for the low compression? Figured it'd be easy on valve springs and maybe go with pac 1518 beehive springs?
Iv been looking at cams for my ly6 (6.0l with l92 heads) with 9.6:1 conpresion and wondering if any one has had experience with this cam on a NA engine
226/231@.05 .605/.598 lift 113+4 lsa
http://www.briantooleyracing.com/btr-turbo-charged-stage-ii-camshaft.html
Was wondering if it'd be to much overlap for the low compression? Figured it'd be easy on valve springs and maybe go with pac 1518 beehive springs?
Hello all,
Iv been looking at cams for my ly6 (6.0l with l92 heads) with 9.6:1 conpresion and wondering if any one has had experience with this cam on a NA engine
226/231@.05 .605/.598 lift 113+4 lsa
http://www.briantooleyracing.com/btr...-camshaft.html
Was wondering if it'd be to much overlap for the low compression? Figured it'd be easy on valve springs and maybe go with pac 1518 beehive springs?
Iv been looking at cams for my ly6 (6.0l with l92 heads) with 9.6:1 conpresion and wondering if any one has had experience with this cam on a NA engine
226/231@.05 .605/.598 lift 113+4 lsa
http://www.briantooleyracing.com/btr...-camshaft.html
Was wondering if it'd be to much overlap for the low compression? Figured it'd be easy on valve springs and maybe go with pac 1518 beehive springs?
You should be fine.
KW
Thread Starter
Teching In
Joined: Sep 2014
Posts: 49
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From: Mid wisconsin
Or would this cam be a better choice with stock compression and still make peak hp around 6,000-6,300 rpm?
http://www.briantooleyracing.com/btr-turbo-charged-stage-i-camshaft.html
http://www.briantooleyracing.com/btr-turbo-charged-stage-i-camshaft.html
Why are you getting rid of the VVT?
If this is street engine you can have good low end power and still keep it pulling on the top end if you keep VVT. Without VVT you have to sacrifice one or the other.
Since you have the l92 heads on that engine I would be careful that you don't over cam it. With those heads smaller is usually better unless your building a drag race only setup.
If you want expert advice why not call an expert? There are plenty of sponsors on here that will have the answer to your questions and they do it for a living.
If this is street engine you can have good low end power and still keep it pulling on the top end if you keep VVT. Without VVT you have to sacrifice one or the other.
Since you have the l92 heads on that engine I would be careful that you don't over cam it. With those heads smaller is usually better unless your building a drag race only setup.
If you want expert advice why not call an expert? There are plenty of sponsors on here that will have the answer to your questions and they do it for a living.
Thread Starter
Teching In
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From: Mid wisconsin
I have talked to quite a few sponsers and have gotten different answers. I'm not keeping vvt because I'm going with a different computer set up than stock mainly because
1. Cost
2. Once you get to where the cams are that I'm looking at PTV clearance get close
3. Also vvt isn't that accurate with duel valve springs.
4. I might go boost in the future if I want more and it'll just be extra cost for little gain
1. Cost
2. Once you get to where the cams are that I'm looking at PTV clearance get close
3. Also vvt isn't that accurate with duel valve springs.
4. I might go boost in the future if I want more and it'll just be extra cost for little gain
I have talked to quite a few sponsers and have gotten different answers. I'm not keeping vvt because I'm going with a different computer set up than stock mainly because
1. Cost
2. Once you get to where the cams are that I'm looking at PTV clearance get close
3. Also vvt isn't that accurate with duel valve springs.
4. I might go boost in the future if I want more and it'll just be extra cost for little gain
1. Cost
2. Once you get to where the cams are that I'm looking at PTV clearance get close
3. Also vvt isn't that accurate with duel valve springs.
4. I might go boost in the future if I want more and it'll just be extra cost for little gain
I have the exact same engine as you and if you want to make decent power then your most likely going to run into PTV issues. I already figure I'm going to have to fly cut even with a mild cam.
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Thread Starter
Teching In
Joined: Sep 2014
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From: Mid wisconsin
Everyone will always have different opinions on cams including the experts but that doesn't mean you can't choose one. I would look at other 6.0 with L92 heads or LS3 builds to help you make up your mind.
I have the exact same engine as you and if you want to make decent power then your most likely going to run into PTV issues. I already figure I'm going to have to fly cut even with a mild cam.
I have the exact same engine as you and if you want to make decent power then your most likely going to run into PTV issues. I already figure I'm going to have to fly cut even with a mild cam.
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Joined: Jul 2007
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From: ELSA, South TEXAS (956) 802-7700
Youll be okay with 226 231 cam even with milling heads .030 to put you at about 10.5:1 cr. Since its only a 5 degree split, id recommend porting the exhaust ports.o n the ls3 heads to better optimize your combo.
I ported my own heads.
I ported my own heads.
Thread Starter
Teching In
Joined: Sep 2014
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From: Mid wisconsin
This is getting to be an older thread now but I'm getting into the procces of buying the cam for my engine (LY6 9.6-1 compression) and its between the cam I have in my first post
INT/EXH 226/231 .605/.598 lsa 113+4 or that cam on a 111+2
I'm debating how the cam on a 111+2 lsa would idle and mpg would differ compared to the 113+4 lsa.
The tighter lsa should make more power and lower the hp peak from around 6500 on 113+4 to 6200 on 111+2.
Just looking for thoughts on how accurate my thought process is on the LSA change.
Thx for any help.
INT/EXH 226/231 .605/.598 lsa 113+4 or that cam on a 111+2
I'm debating how the cam on a 111+2 lsa would idle and mpg would differ compared to the 113+4 lsa.
The tighter lsa should make more power and lower the hp peak from around 6500 on 113+4 to 6200 on 111+2.
Just looking for thoughts on how accurate my thought process is on the LSA change.
Thx for any help.
Joined: Jul 2007
Posts: 1,503
Likes: 177
From: ELSA, South TEXAS (956) 802-7700
It would idle rougher, chop more. Mileage be about the same, most dependent on how much you get on it. The tighter 111 lsa will make more power but in a narrower rpm range. The wider 113 lsa will make less power but over a wider rpm range. So its a trade off. For a daily driver and weekend, i prefer a 113-114 lsa. For a weekend street racer, prob a 112. For track only, 111. Now lsa also plays a factor into ptv clearance but .600 lift is pretty much at 111-114 lsa.
So it boils down to idle quality and desired powerband.
So it boils down to idle quality and desired powerband.
Thread Starter
Teching In
Joined: Sep 2014
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From: Mid wisconsin
i ended up running a texas speed low lift 224/228 113lsa cam non vvt that Pat G helped me spec out but i ended up altering the lsa from what was suggested to somthing with a better idle and possibly boost in the future (and a lil easer on the gas pump). this engine ended up going in my 1978 280z i used a VEMS V3.8 ecu running sequential fuel and spark. if anyone's interested in specs for the crank sensor or cam sensor on a gen 4 58x crank and 4X cam sensor let me know.
the cam revs freely to 7,000rpm where i have the limiter. would easily go to 7,500 if i changed the rev limiter. From the butt dyno seems to have hp peak around 6,500-6,700 its right around the time i loose traction in 1st,2nd,3rd and 4th time for more tire
the cam revs freely to 7,000rpm where i have the limiter. would easily go to 7,500 if i changed the rev limiter. From the butt dyno seems to have hp peak around 6,500-6,700 its right around the time i loose traction in 1st,2nd,3rd and 4th time for more tire
Last edited by 91Camaro man; Nov 5, 2017 at 06:32 AM.
How much hp do you think you are putting down? I have a 224/228, .581/.588 lift, 112 LSA cam that I was going to put in a 5.3l. I ended up getting a LY6 short block that I had to rebuild. Put flat top pistons in it, and I'm going to use my 799 heads. Should be around 11:1 compression. Was going to get a bigger cam to try to reach 450hp at the wheel. However if I can get decent hp with my 224/228 cam then I'll stick with that.