[VR] Vengeance Racing KAOTIK Camshaft FAQ
04-20-2016, 04:52 PM
#1
[VR] Vengeance Racing KAOTIK Camshaft FAQ Our Kaotik camshaft grind has become our most popular camshaft offering for all square port and LS7 applications to date. For this reason, I wanted to share a bit of information and commonly asked questions about this camshaft for those looking at upgrading their vehicle. The Kaotik grind was developed here in house to meet the criteria of the performance enthusiast looking for an aggressive lope at idle, excellent performance throughout a wide power band, and still retain excellent driveability. Since its inception, we have had nothing but excellent feedback on this grind from drivers of vehicles ranging from daily driven LS3 Camaros to supercharged LS7 combinations.
FREQUENTLY ASKED QUESTIONS
Q: What is the Kaotik camshaft?
A: Our Kaotik camshaft is a specific grind developed here in house at Vengeance Racing and cut by our friends at Cam Motion. This camshaft features 235* of intake duration and 243* of exhaust duration, .621" of intake lift and .624" of exhaust lift (1.7 ratio), and 113* lobe separation angle with 3* of advance built in for easy installation and excellent performance.
Q: What application was this camshaft designed for?
A: The Kaotik camshaft was designed around a "square-port" cylinder head design for the performance enthusiast seeking a balance of sound, power, and driveability. This camshaft is used in several applications including LS3, L99, L94, and LS7 engines. We also have several customers running this camshaft in L92, LY6, and LS2 combinations using square-port cylinder heads.
Q: Can I run this camshaft with a forced induction combination?
A: We have successfully run the Kaotik camshaft in supercharged, turbocharged, and nitrous applications. This camshaft does feature a bit of positive overlap, so we typically recommend this up to around 12psi on boost levels depending on the combination before recommending a supercharger or turbocharger specific camshaft grind. We can always custom spec a camshaft if your vehicle falls into this category, and also offer several off-the-shelf forced induction specific camshaft grinds.
Q: What type of performance increases can I expect with this camshaft?
A: With as many aftermarket parts combinations are available in the LS market, it is hard to put an exact number on performance gains for any camshaft. We recommend contacting us with your specific application and we will be happy to give an estimated power gain for your vehicle based on this.
Q: Are any other modifications needed to run this camshaft?
A: As with any aftermarket camshaft, several valvetrain components must be upgraded to support it. We require dual valve springs as well as hardened pushrods for any of our aftermarket camshafts. We also recommend a Melling high-volume oil pump, C5R timing chain, ARP camshaft bolts, and a CompCams trunion upgrade at the time of installation. All of these parts can be found in either our Budget Cam Kit or Cam Kit Plus for the LS3 or LS7 engines as a complete package.
All of our camshafts are also built on a 3-bolt setup, requiring a 3-bolt timing gear to be used. We do offer the GM 3-bolt timing gears with any of our camshafts and/or camshaft kits, as well as an upgrade to the LS2 "dogbone" style timing chain damper.
Q: What length pushrods will I need with this camshaft?
A: Due to the grind of the camshaft and base circle, a stock length pushrod is typically advisable with a 100% stock cylinder head and lifter combination, however we always highly recommend measuring for pushrod length after installing any camshaft. We also offer the CompCams pushrod length checker tool on our Online Store for those needing a way to accurately measure for pushrod length.
Q: What will piston-to-valve-clearance be with this camshaft?
A: This camshaft offers more than adequate piston-to-valve clearance in any LS3/L99/LS7 engine with stock heads and pistons in place. However, we do always recommend measuring for piston-to-valve clearance on any aftermarket camshaft prior to running the engine. We always recommend at least .080" clearance on the intake, and .100" on the exhaust for safety.
Q: Will I need an aftermarket torque converter or a different rear end gear ratio?
A: This camshaft will require an aftermarket torque converter in most automatic transmission applications, and stall speed will be recommended based on the specific application. We are happy to discuss this with any of our clients via phone or e-mail prior to purchasing. OEM rear gear ratio does work well with this camshaft also, however most 5th gen Camaro customers do find that the 3.91 ratio found in the 1LE and ZL1 does improve the driving experience with this camshaft.
2008 C6 Corvette LS3
ARH 1 7/8" non-catted header system
Powerbond underdrive pulley
Halltech cold air intake system
DMH dual electric cutouts
FAST 102mm intake manifold
Stock ported LS3 throttle body
498rwhp | 420rwtq
2012 Corvette Grand Sport
ARH 1 7/8" catted header system
Halltech cold air intake system
Powerbond 25% underdrive pulley
Corsa exhaust system
480rwhp | 436rwtq
2015 1LE Camaro LS3
ARH 1 7/8" non-catted header system
CAI cold air intake system
DMH dual electric cutouts
Powerbond underdrive pulley
491rwhp | 454rwtq
2010 Camaro SS LS3
ARH 1 7/8" catted header system
Roto-Fab cold air intake system
DMH dual electric cutouts
477rwhp | 443rwtq
If you have any other questions beyond what is listed above, feel free to contact us at any time at Sales@Vengeanceracing.net and we will be happy to assist!
FREQUENTLY ASKED QUESTIONS
Q: What is the Kaotik camshaft?
A: Our Kaotik camshaft is a specific grind developed here in house at Vengeance Racing and cut by our friends at Cam Motion. This camshaft features 235* of intake duration and 243* of exhaust duration, .621" of intake lift and .624" of exhaust lift (1.7 ratio), and 113* lobe separation angle with 3* of advance built in for easy installation and excellent performance.
Q: What application was this camshaft designed for?
A: The Kaotik camshaft was designed around a "square-port" cylinder head design for the performance enthusiast seeking a balance of sound, power, and driveability. This camshaft is used in several applications including LS3, L99, L94, and LS7 engines. We also have several customers running this camshaft in L92, LY6, and LS2 combinations using square-port cylinder heads.
Q: Can I run this camshaft with a forced induction combination?
A: We have successfully run the Kaotik camshaft in supercharged, turbocharged, and nitrous applications. This camshaft does feature a bit of positive overlap, so we typically recommend this up to around 12psi on boost levels depending on the combination before recommending a supercharger or turbocharger specific camshaft grind. We can always custom spec a camshaft if your vehicle falls into this category, and also offer several off-the-shelf forced induction specific camshaft grinds.
Q: What type of performance increases can I expect with this camshaft?
A: With as many aftermarket parts combinations are available in the LS market, it is hard to put an exact number on performance gains for any camshaft. We recommend contacting us with your specific application and we will be happy to give an estimated power gain for your vehicle based on this.
Q: Are any other modifications needed to run this camshaft?
A: As with any aftermarket camshaft, several valvetrain components must be upgraded to support it. We require dual valve springs as well as hardened pushrods for any of our aftermarket camshafts. We also recommend a Melling high-volume oil pump, C5R timing chain, ARP camshaft bolts, and a CompCams trunion upgrade at the time of installation. All of these parts can be found in either our Budget Cam Kit or Cam Kit Plus for the LS3 or LS7 engines as a complete package.
All of our camshafts are also built on a 3-bolt setup, requiring a 3-bolt timing gear to be used. We do offer the GM 3-bolt timing gears with any of our camshafts and/or camshaft kits, as well as an upgrade to the LS2 "dogbone" style timing chain damper.
Q: What length pushrods will I need with this camshaft?
A: Due to the grind of the camshaft and base circle, a stock length pushrod is typically advisable with a 100% stock cylinder head and lifter combination, however we always highly recommend measuring for pushrod length after installing any camshaft. We also offer the CompCams pushrod length checker tool on our Online Store for those needing a way to accurately measure for pushrod length.
Q: What will piston-to-valve-clearance be with this camshaft?
A: This camshaft offers more than adequate piston-to-valve clearance in any LS3/L99/LS7 engine with stock heads and pistons in place. However, we do always recommend measuring for piston-to-valve clearance on any aftermarket camshaft prior to running the engine. We always recommend at least .080" clearance on the intake, and .100" on the exhaust for safety.
Q: Will I need an aftermarket torque converter or a different rear end gear ratio?
A: This camshaft will require an aftermarket torque converter in most automatic transmission applications, and stall speed will be recommended based on the specific application. We are happy to discuss this with any of our clients via phone or e-mail prior to purchasing. OEM rear gear ratio does work well with this camshaft also, however most 5th gen Camaro customers do find that the 3.91 ratio found in the 1LE and ZL1 does improve the driving experience with this camshaft.
2008 C6 Corvette LS3
ARH 1 7/8" non-catted header system
Powerbond underdrive pulley
Halltech cold air intake system
DMH dual electric cutouts
FAST 102mm intake manifold
Stock ported LS3 throttle body
498rwhp | 420rwtq
2012 Corvette Grand Sport
ARH 1 7/8" catted header system
Halltech cold air intake system
Powerbond 25% underdrive pulley
Corsa exhaust system
480rwhp | 436rwtq
2015 1LE Camaro LS3
ARH 1 7/8" non-catted header system
CAI cold air intake system
DMH dual electric cutouts
Powerbond underdrive pulley
491rwhp | 454rwtq
2010 Camaro SS LS3
ARH 1 7/8" catted header system
Roto-Fab cold air intake system
DMH dual electric cutouts
477rwhp | 443rwtq
If you have any other questions beyond what is listed above, feel free to contact us at any time at Sales@Vengeanceracing.net and we will be happy to assist!
04-23-2016, 07:01 PM
#2
Why dont you use RPM instand of MPH at the bottom?
05-23-2019, 12:00 AM
#4
That camshaft does not have enough exhaust duration or a big enough split for an LS7 head.
The IVC point is also too early for a 427 engine.
It's more of a low-mid range camshaft.
I had a very similar specification with a 50 IVC and 58 EVO in my ls 408 stroker engine with ls3 heads.
This camshaft performed well in low- midrange but after 6000rpm it ran out of steam.
Having very similar valve events on a bigger engine with a longer stroke will mean that it will fall off even sooner.
You need around a 52 IVC for a 427 and an EVO earlier than 58
A 237/250 116 LSA +3 would work better with good low end and it will rev up top too.
It would also drive nicely too.
The IVC point is also too early for a 427 engine.
It's more of a low-mid range camshaft.
I had a very similar specification with a 50 IVC and 58 EVO in my ls 408 stroker engine with ls3 heads.
This camshaft performed well in low- midrange but after 6000rpm it ran out of steam.
Having very similar valve events on a bigger engine with a longer stroke will mean that it will fall off even sooner.
You need around a 52 IVC for a 427 and an EVO earlier than 58
A 237/250 116 LSA +3 would work better with good low end and it will rev up top too.
It would also drive nicely too.