Summit Pro LS Cams
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From: Ohio, Georgia, Nevada, Texas
Summit Pro LS Cams On Independence day, we launched the newest additions to the Summit Pro LS Cam lineup. Made in the USA steel and manufacturing-with very nice lobe designs. They are designed around commonly available spring kits etc. Most here are familiar with the individual valve events and their affect on performance and behavior. We've designed the cams with the opening and closing points in exacting increments. This makes picking a cam for your needs more repeatable and less of a guessing game. This is the basic article on the Summit Pro LS Cams. The valve events are off to the right of the tables, so you may need to scroll over if you are viewing on mobile. There is also an article on Valve Event theory you may enjoy. Lastly, there's an article on the Summit Pro LS manufacturing process behind these cams. Let us know if you have any questions.
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Hello all, we pulled random samples off our shelf and checked piston to valve clearance on the largest three of the latest Summit Pro LS cams. We used a box stock LS3 with little run time because it has true flat tops and the large intake valve diameters (compared to cathedral ports). This particular engine has .128 in. intake valve-drop, .007 in. positive deck, a .054 head gasket and we used checking springs for this test. We tested from TDC to 20 degrees in 2 degree increments, but the closest points were at 8 degrees I&E on all three cams. Generally we recommend for .060 intake clearance and .090 in. exhaust, but you'll see others run a little less or a little more..
Our Stage 3 LS3 cam (SUM-8710 230/242 113 +3 .625/.605) had .081 in. intake and .103 in. exhaust clearance.
Our Stage 4 LS3 cam (SUM-8711 234/247 113 +3.5 .625/.605) had .076 in. intake and .096 in. exhaust clearance.
We have another Stage 4 cam (SUM-8709 237/246 113 + 3 .625/.605) that's a little larger even yet and is primarily considered a Cathedral port cam, but will work well on a Rectangle port engine as well. It measures .061 in. on the intake and .092 in. on the exhaust. This is tight and we wouldn't recommend any head milling at all.
We wanted to share this with you to give you an idea of how much the heads could be milled. Keep in mind, we ALWAYS recommend checking piston to valve clearance before milling heads and final installation. Valve drop varies between heads and this is with a new timing chain, These particular cams happen to have a 110 ICL and thats where they ended up going in with a standard GM timing gears.
Our Stage 3 LS3 cam (SUM-8710 230/242 113 +3 .625/.605) had .081 in. intake and .103 in. exhaust clearance.
Our Stage 4 LS3 cam (SUM-8711 234/247 113 +3.5 .625/.605) had .076 in. intake and .096 in. exhaust clearance.
We have another Stage 4 cam (SUM-8709 237/246 113 + 3 .625/.605) that's a little larger even yet and is primarily considered a Cathedral port cam, but will work well on a Rectangle port engine as well. It measures .061 in. on the intake and .092 in. on the exhaust. This is tight and we wouldn't recommend any head milling at all.
We wanted to share this with you to give you an idea of how much the heads could be milled. Keep in mind, we ALWAYS recommend checking piston to valve clearance before milling heads and final installation. Valve drop varies between heads and this is with a new timing chain, These particular cams happen to have a 110 ICL and thats where they ended up going in with a standard GM timing gears.
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I used SUM-8708 the "Stage 3 LS" with some COMP 26918-16 valve springs some summit push rods, on a stock LQ4 with a Trailblazer SS intake with long tube headers and a three inch exhaust and it made 412 horsepower and 408 ft/lbs at the wheels through a 200-4r and a 10 bolt on a Dynapack dyno. The comp beehives showed no sign of valve float up to 6600 rpm.
Pretty happy with the cam. wished you had more information on what springs to use when buying the cam though...
Pretty happy with the cam. wished you had more information on what springs to use when buying the cam though...
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From: Ohio, Georgia, Nevada, Texas
I used SUM-8708 the "Stage 3 LS" with some COMP 26918-16 valve springs some summit push rods, on a stock LQ4 with a Trailblazer SS intake with long tube headers and a three inch exhaust and it made 412 horsepower and 408 ft/lbs at the wheels through a 200-4r and a 10 bolt on a Dynapack dyno. The comp beehives showed no sign of valve float up to 6600 rpm.
Pretty happy with the cam. wished you had more information on what springs to use when buying the cam though...
Pretty happy with the cam. wished you had more information on what springs to use when buying the cam though...
Here is some basic information in the meantime:
Springs:
The Stage 2, 3, and 4 Truck cams work well with LS6 springs (p/n NAL-12499224).
The Stage 2 and 3 Car cams (non-LS3) are .600 lift. A good single beehive spring kit are the TFS-16918-16's with 130lbs. at the seat and 318lbs. open..
A good dual spring option for the .600 and .625 cams is the TFS-2500295 kit. It has 150 lbs. at the seat and 420lbs open pressure at .600 in. lift and 431lbs. at .625 in. lift. The Ti retainer version of that is the TFS-2500300.
Pushrods:
The TFS-21407400's would be a good match. They are available in .050 in. increments by changing the last 4 digits of the part number. We want customers to measure pushrod length with a checker like the Comp CCA-7702-1 before ordering.
We're working on handy kits for people to put things together. Examples include:
SME-K-14300 (Bearing style trunnions, installation tool, Seals, Locks, and .610 in. lift beehive springs)...All made in the USA
SME-K-143002 (Bearing style trunnion kit) -Made in the USA
SME-K-141560 (Bushing style trunnion kt) - Made in the USA
SME-906011 (Installation tool) - Made in the USA
SUM-143012 (LS2 spec timing chain)
SUM-HTLSKIT (LS7 spec lifters, trays, and bolts)
SUM-150106 (Retainer plate and bolts)-Made in the USA
Another thing people are doing are buying the rockers already assembled which saves time in the shop and the cost of a tool. Both Cathedral and Rectangle Port styles and there are two types. The Made in the USA ones use a GM body,our trunnion kit and we moly coat the body. The overseas ones are cast steel bodies. They're pretty nice too and more affordable.
SUM-141553 (Rectangle Port)
SUM-141556 (Cathedral)
SME-K-143023 (Rectangle Port) -Made in the USA
SME-K-143021 (Cathedral) -Made in the USA
CMB-09-0027 (Full VVT Delete Kit with 3 bolt sprocket)
CMB-09-0028 (Full VVT Delete Kit with 1 bolt sprockt)
CMB-09-0030 (Full AFM Delete kit -cover without PCV)
CMB-09-0031 (Full AFM Delete kit -cover with PCV)
The AFM kits include valley cover, head bolts, lifters, trays, head gaskets, water pump gaskets, balancer bolt, and assembly lube.
SME-K-906008 (balancer tool)
SUM-901064 (crank turning nut)
SUM-G6320 (Gen. 3 front cover)
SUM-G6321 (Gen. 4 front cover)
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Last edited by Summitracing; Aug 1, 2018 at 08:02 AM.
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From: Ohio
I had a question about your previous camshafts SUM-8700 - 8705.
The advertised duration, its either not measured @ .006, or they have some REALLY odd ramp rates.
I've been trying to make a list of all of the camshafts you now offer, but the advertised duration on the original 6 isn't in line with most other manufacturers camshafts, including your own starting at 8706 and up.
Can you clarify, please?
The advertised duration, its either not measured @ .006, or they have some REALLY odd ramp rates.
I've been trying to make a list of all of the camshafts you now offer, but the advertised duration on the original 6 isn't in line with most other manufacturers camshafts, including your own starting at 8706 and up.
Can you clarify, please?
Thread Starter
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Joined: Jan 2008
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From: Ohio, Georgia, Nevada, Texas
I had a question about your previous camshafts SUM-8700 - 8705.
The advertised duration, its either not measured @ .006, or they have some REALLY odd ramp rates.
I've been trying to make a list of all of the camshafts you now offer, but the advertised duration on the original 6 isn't in line with most other manufacturers camshafts, including your own starting at 8706 and up.
Can you clarify, please?
The advertised duration, its either not measured @ .006, or they have some REALLY odd ramp rates.
I've been trying to make a list of all of the camshafts you now offer, but the advertised duration on the original 6 isn't in line with most other manufacturers camshafts, including your own starting at 8706 and up.
Can you clarify, please?
Also, we have an update to our listing that will be published around Oct. 10. We will add that as an attachment to that announcement as it's easily read with good descriptions and has all the individual events to boot. Thank you again for pointing this out Joe.
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From: Ohio
No problem. I keep a complete spreadsheet that shows every shelf cam for LS engines along with durations, lift, ramp rates, overlap, advance, lifter velocity, valvetrain severity, and even a column for dynamic compression for each and every Gen 3 and Gen 4 engine.
I noticed that the ramp rates and dynamic compression calculated from the original cams based on the advertised duration from your website was way off.
You're not the only manufacturer that had this scenario. I figured I would ask.
I noticed that the ramp rates and dynamic compression calculated from the original cams based on the advertised duration from your website was way off.
You're not the only manufacturer that had this scenario. I figured I would ask.
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Thread Starter
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From: Ohio, Georgia, Nevada, Texas
No problem. I keep a complete spreadsheet that shows every shelf cam for LS engines along with durations, lift, ramp rates, overlap, advance, lifter velocity, valvetrain severity, and even a column for dynamic compression for each and every Gen 3 and Gen 4 engine.
I noticed that the ramp rates and dynamic compression calculated from the original cams based on the advertised duration from your website was way off.
You're not the only manufacturer that had this scenario. I figured I would ask.
I noticed that the ramp rates and dynamic compression calculated from the original cams based on the advertised duration from your website was way off.
You're not the only manufacturer that had this scenario. I figured I would ask.
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Brett Foote Thread Starter
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Good. That's what it's there for. A TON of research has gone into this continuously and we've found a lot of errors that are out there. The invite is always open for people to submit their own data as long as it's measured first hand. In some cases we've added entire new fields and went back to update all the other RPO codes at the same time. I don't know if you've seen this handy guide we produced, but it detailed all the tech used (or not used) on the various RPO codes. We refer to it to ensure our customer's get what they need even if they don't exactly know what they have for an engine to begin with.
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From: Ohio
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From: Ohio
TSP and Cam Motion are the only vendors here that manufacture cams in their own facility unless I'm missing someone. The other vendors use either a contract manufacturer, China, or piece together cam part numbers from another manufacturers lobes and call them their own.
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We've been developing cams for a long time. We have the resources to do this right...including in-house dyno testing etc. We pay the best people in any given field to do their work to insure our parts leave Nothing on the table. Our parts will win people over, but it's our proven commitment and service to the customer that keeps them coming back.
And, this is A LOT of fun for us. I'd ask no one to deny us the opportunity to have fun. A rising tide raises all boats.
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Thank you and another excellent point! We've been a sponsor for over a decade.
Originally Posted by Patron
Correct but it's still tailored to you Specific build and wants. There are others that Make cams, they just can't post here as you gotta pay to play here.
Clay Smith grinds them to order... Or used to.. and they were the supplier for a bunch of others..