New LS build Cam Recommendation
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Teching In
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New LS build Cam Recommendation Ok guy's, this is my first LS build and my first engine build in many years.
Trying to choose a cam , I contacted Comp Cams and this is what they suggested for me.
I told them it would be mainly a street car with the occasional auto or road course. I also said I was looking for around 450 hp. Maybe it's just me but does seem like a very aggressive cam for my purposes? Please let me know what you think.
lQ9 10.0:1 compression
L92 heads
Single plane manifold & carb
Stock rockers 1.7:1
Stock bottom end except for upgraded rods.
Long tube headers
3:73 Rear
Auto trans
Trying to choose a cam , I contacted Comp Cams and this is what they suggested for me.
I told them it would be mainly a street car with the occasional auto or road course. I also said I was looking for around 450 hp. Maybe it's just me but does seem like a very aggressive cam for my purposes? Please let me know what you think.
lQ9 10.0:1 compression
L92 heads
Single plane manifold & carb
Stock rockers 1.7:1
Stock bottom end except for upgraded rods.
Long tube headers
3:73 Rear
Auto trans
Cut that on a 111+3 gain a little more ptv
We can get you that cam. its actually a fairly standard med sized rec port cam...like some stg3 stuff.
You want less we have the high lift asa cam its a 226/236 .600/.600 110+3 its a bit more tame but still rowdy at idle. great for a single plane.
It runs $385.
We can get you that cam. its actually a fairly standard med sized rec port cam...like some stg3 stuff.
You want less we have the high lift asa cam its a 226/236 .600/.600 110+3 its a bit more tame but still rowdy at idle. great for a single plane.
It runs $385.
The recommended cam from Comp will make significantly more than 450 horsepower at the flywheel.
What stall torque converter?
Why limit yourself so much in power? The single plane isn't really the way to go unless you're planning to rev the thing out and make use of the top end. 450 hp out of the 6.0 would likely be doable (or very close) with the stock cam, heads, headers, and the intake you have - but the single plane will be down on power until the last 1000 rpm or so.
A dual plane intake with a mild cam, something like 218/224 on 110-112 would be much better suited to your power goals and would have way more midrange torque for things like autocross and cruising around the street.
What stall torque converter?
Why limit yourself so much in power? The single plane isn't really the way to go unless you're planning to rev the thing out and make use of the top end. 450 hp out of the 6.0 would likely be doable (or very close) with the stock cam, heads, headers, and the intake you have - but the single plane will be down on power until the last 1000 rpm or so.
A dual plane intake with a mild cam, something like 218/224 on 110-112 would be much better suited to your power goals and would have way more midrange torque for things like autocross and cruising around the street.
Last edited by spanks13; Sep 14, 2017 at 12:20 PM.
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Thread Starter
Teching In
Joined: Sep 2012
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The recommended cam from Comp will make significantly more than 450 horsepower at the flywheel.
What stall torque converter?
Why limit yourself so much in power? The single plane isn't really the way to go unless you're planning to rev the thing out and make use of the top end. 450 hp out of the 6.0 would likely be doable (or very close) with the stock cam, heads, headers, and the intake you have - but the single plane will be down on power until the last 1000 rpm or so.
A dual plane intake with a mild cam, something like 218/224 on 110-112 would be much better suited to your power goals and would have way more midrange torque for things like autocross and cruising around the street.
What stall torque converter?
Why limit yourself so much in power? The single plane isn't really the way to go unless you're planning to rev the thing out and make use of the top end. 450 hp out of the 6.0 would likely be doable (or very close) with the stock cam, heads, headers, and the intake you have - but the single plane will be down on power until the last 1000 rpm or so.
A dual plane intake with a mild cam, something like 218/224 on 110-112 would be much better suited to your power goals and would have way more midrange torque for things like autocross and cruising around the street.
I haven't chosen a converter yet, thought I would match it to the cam.
Thanks for the advice on the intake.
What kind of power do you think the Comp Cam would make?
Thanks again.
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That cam should have a lopey idle but still idle solid. Looks like it'll have a very fun mid-range torque curve. Be sure to touch base with reputable converter company that offers at least 1 re-stall if it doesn't come out as expected.
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Even with a better cam your compression is still on the low side. 1 point of compression would fatten up your Hp/Tq curve all around. That's if you don't mind milling and checking PTV clearances depending on cam specs.
Sounds about right
https://www.google.com/amp/www.hotro...der-heads/amp/
Read this article a few times before and didn't pay attention to the 3.19 CSA.
Sounds about right
https://www.google.com/amp/www.hotro...der-heads/amp/
Read this article a few times before and didn't pay attention to the 3.19 CSA.
Last edited by Patron; Sep 14, 2017 at 02:46 PM.
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From: Central Cal.
The title of this thread implies you are looking for cam recommendations. That is what many here are doing. Comp Cams is not exactly A-list around here, as they don't specialize in LS engines, and don't have the close customer service some of the smaller more specialized grinders do. But do what you want. It's your project.
Thread Starter
Teching In
Joined: Sep 2012
Posts: 7
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The title of this thread implies you are looking for cam recommendations. That is what many here are doing. Comp Cams is not exactly A-list around here, as they don't specialize in LS engines, and don't have the close customer service some of the smaller more specialized grinders do. But do what you want. It's your project.
A lot of great info so far, thanks.
Agreed.
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
Thread Starter
Teching In
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Agreed.
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
Thanks again.
10 Second Club
Joined: May 2009
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From: over dere
Originally Posted by KW Baraka
Agreed.
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
IMO....you can get to 450 flywheel HP with a cam in the 220*/230* duration range.....and it would be FAR more optimal for your low compression engine.
But that 231*/239* cam? Way to much duration and overlap for that compression ratio.....no low RPM torque or drivability at all.....
Jus' sayin'.....
KW
That grind would be better suited for a 243 head off a LS6. The L92 is a great head and makes sense on a 6.0, but you will need two things done to really optimize:
1. The L92 is a very intake biased head. You tend to need more exhaust duration vs intake duration as compared to a cathedral head. In your case, that would mean likely keeping your exhaust in the high 230's and reducing intake to high 220's. A 227/239 - 113 would match up a lot better with the L92 heads and have less PTV concerns, if any.
2. Compression is your friend. That 70cc head would do you better at 64cc. That's a lot of milling, so you would have to worry about PTV. Or you could have them weld filled. Or you could swap to Pistons with better CR like flat topped or even domed. Which also effects PTV. Probably best to mill and then fly cut the Pistons.
Anyway, there's my $0.02