"max effortish" LS2 Cam recommendation '97 M3 swap road course
12-11-2017, 04:28 PM
#1
"max effortish" LS2 Cam recommendation '97 M3 swap road course Have talked to a couple guys about a cam, wanted some opinions. I want to stay hydraulic roller for now. Trying to make 480-520 rwhp STD on a dynojet
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
12-11-2017, 05:11 PM
#2
I'd get with one of the Well Known Cam guys such as Pat G or PG as I call him, Kip at CamMotion,Vengeance or Lingenfelter as they've done a lot of Hp proven cars on the dyno. The first 2 on list can make you a custom one Just for your engine and car. Now who doesn't like something made just for them LOL! Makes you feel special as it's just for YOU.
12-11-2017, 10:30 PM
#3
I’m kinda thinking the factory cathedrals and those small primary pipes are really gonna fly in the face of your 5500-7200 Grand range.
Since fly cutting already; perhaps some LS3 heads and at least a 1-3/4” header. Preferably 1-7/8”.
I’m guessing your cam will be in the 238-250@.050” range but definitely contact Geoff Skinner of EPS or Martin Smallwood
Texas Speed and or Kip Fabre can also get you the right valve tickler
Since fly cutting already; perhaps some LS3 heads and at least a 1-3/4” header. Preferably 1-7/8”.
I’m guessing your cam will be in the 238-250@.050” range but definitely contact Geoff Skinner of EPS or Martin Smallwood
Texas Speed and or Kip Fabre can also get you the right valve tickler
12-12-2017, 10:42 AM
#4
I’m kinda thinking the factory cathedrals and those small primary pipes are really gonna fly in the face of your 5500-7200 Grand range.
Since fly cutting already; perhaps some LS3 heads and at least a 1-3/4” header. Preferably 1-7/8”.
I’m guessing your cam will be in the 238-250@.050” range but definitely contact Geoff Skinner of EPS or Martin Smallwood
Texas Speed and or Kip Fabre can also get you the right valve tickler
Since fly cutting already; perhaps some LS3 heads and at least a 1-3/4” header. Preferably 1-7/8”.
I’m guessing your cam will be in the 238-250@.050” range but definitely contact Geoff Skinner of EPS or Martin Smallwood
Texas Speed and or Kip Fabre can also get you the right valve tickler
Im stuck with the 1 5/8". I might lose 15-20 peak over a 1 7/8. Only other option is custom, which is an option if it doesn't put down what it should.
238/252 sounds in the range where I should be, was mainly posting up to see if someone had built a similar combo.
12-12-2017, 11:01 AM
#5
The rectangular port vs cath port debate has been beaten to death, plenty have made a lot of power with a ported 243, if I was starting from scratch with a larger bore and more cubes I would likely go rectangular, but with the stock LS2 short I think the cathedral will perform better in my application.
Im stuck with the 1 5/8". I might lose 15-20 peak over a 1 7/8. Only other option is custom, which is an option if it doesn't put down what it should.
238/252 sounds in the range where I should be, was mainly posting up to see if someone had built a similar combo.
Im stuck with the 1 5/8". I might lose 15-20 peak over a 1 7/8. Only other option is custom, which is an option if it doesn't put down what it should.
238/252 sounds in the range where I should be, was mainly posting up to see if someone had built a similar combo.
The plastic intake with it's long runners, the hydraulic lifter restriction (per your desire) and those small primary headers will all play a detrimental role in helping that upper RPM power that you seak
12-12-2017, 05:03 PM
#6
I'm not "pimping" the rectangle heads here but for the fact that your vehicle is light and you're not at all concerned with low end power...seems you are intending to almost over cam this engine in order to minimize the torque and enhance high RPM revs.......I'm merely suggesting a different avenue to achieve what you're after with perhaps a more balanced combination....that's all
The plastic intake with it's long runners, the hydraulic lifter restriction (per your desire) and those small primary headers will all play a detrimental role in helping that upper RPM power that you seak
The plastic intake with it's long runners, the hydraulic lifter restriction (per your desire) and those small primary headers will all play a detrimental role in helping that upper RPM power that you seak
Not sure why this combination isn't balanced. I specified a 7200rpm shift point, which means a 6500-6700 horsepower peak. I honestly don't see a Fast 102 or a hydraulic roller being a limiting factor. If I was shifting the car at 8000 I would absolutely be running a Super Victor and solid roller.
I'm stuck with the headers, unfortunately you can't just buy 1 7/8" for this car. If it is an issue when the car is done, that bridge will be crossed at that time. I can't see the smaller primaries costing much more than 20hp up top, could be wrong but unfortunately custom ($$$) is the only other option.
12-13-2017, 03:03 PM
#7
Have talked to a couple guys about a cam, wanted some opinions. I want to stay hydraulic roller for now. Trying to make 480-520 rwhp STD on a dynojet
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
Wasn't trying to insinuate you were pimping the LS3s, sorry if that was implied.
Not sure why this combination isn't balanced. I specified a 7200rpm shift point, which means a 6500-6700 horsepower peak. I honestly don't see a Fast 102 or a hydraulic roller being a limiting factor. If I was shifting the car at 8000 I would absolutely be running a Super Victor and solid roller.
I'm stuck with the headers, unfortunately you can't just buy 1 7/8" for this car. If it is an issue when the car is done, that bridge will be crossed at that time. I can't see the smaller primaries costing much more than 20hp up top, could be wrong but unfortunately custom ($$$) is the only other option.
Not sure why this combination isn't balanced. I specified a 7200rpm shift point, which means a 6500-6700 horsepower peak. I honestly don't see a Fast 102 or a hydraulic roller being a limiting factor. If I was shifting the car at 8000 I would absolutely be running a Super Victor and solid roller.
I'm stuck with the headers, unfortunately you can't just buy 1 7/8" for this car. If it is an issue when the car is done, that bridge will be crossed at that time. I can't see the smaller primaries costing much more than 20hp up top, could be wrong but unfortunately custom ($$$) is the only other option.
We look forward to hearing from you,
Steven
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12-13-2017, 06:23 PM
#8
There ya go. Can't go wrong with Patrick G or Kip @CamMotion
12-13-2017, 09:02 PM
#10
12-14-2017, 07:14 PM
#13
Thank you! I figured with the baby headers I would want a pretty large split. From reading everything I can it seems guys run mid 230s on the intake and go pretty big on the exhaust. Similar EPS grind I saw elsewhere peaked right at 6700 on a similar build as mine except it was a 5.7.
12-15-2017, 07:46 AM
#14
Have talked to a couple guys about a cam, wanted some opinions. I want to stay hydraulic roller for now. Trying to make 480-520 rwhp STD on a dynojet
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
Car is a '97 M3 2550lb
3.91 gear
desired 7200 rpm shift point
usable rev range 4000-7200
Engine stock short block LS2 (flycut pistons)
~12.5 compression
PRC stage 1 243s 58cc chamber
.041 cometic gaskets
Fast 102 NW 102 TB 4" air intake speed density
1 5/8" (stuck with them swap header) headers into 3" dual into 4" flowmaster Y, no muffler
110 leaded or E85 always
100% track car, idle quality not important
Currently have a '98 LS1 with a LS6 manifold and a MS4 cam in the car, otherwise stock. Put down 409 on a conservative tune. All of the other parts are here or on their way still undecided on cam specs. Low end power isn't too important as the car is very light but 4000-up is. Thinking the midrange will really be helped by the compression, the old combo left a lot to be desired in that area. Thank you
For your application I highly recommend having Ron custom spec you a cam. There is no additional cost for a custom grind cam. I will include the link to our Custom Cam form. The form is $20 and is applied to the cost of your cam when you purchase. Let me or Robert know if there is anything we can assist you with.
https://vengeanceracing.net/2004-200...rder-form.html
01-07-2018, 04:44 PM
#15
So I purchased a LS2 long block, and it never showed up. Of course I was planning to run ported/decked 243s, a Fast 102, and had a custom cam ground specifically for that combo. 237/250, 112+5 (was not given lift numbers, but it a hyraulic roller).
Have been looking at LS3/L92 long blocks, and it seems this cam may work in that combination as well. If I go with the LS3 I would likely run factory LS3 intake manifold. Anyone have any experience with a camshaft around these specs in a LS3/L92? Will likely have heads milled .050 if I go this direction.
2700lb with driver, "road race" car, 3.91 gears, 4000-7000 usable power range desired.
Have been looking at LS3/L92 long blocks, and it seems this cam may work in that combination as well. If I go with the LS3 I would likely run factory LS3 intake manifold. Anyone have any experience with a camshaft around these specs in a LS3/L92? Will likely have heads milled .050 if I go this direction.
2700lb with driver, "road race" car, 3.91 gears, 4000-7000 usable power range desired.
01-08-2018, 01:27 PM
#17