434 Camshaft Selection
09-03-2018, 10:42 AM
#1
434 Camshaft Selection Building a sleeved LS3 434 (4.155 bore, 4.00 stroke) at AHP.
Curious what type of cam would be best with all these cubes, be torquey and daily drivable with the AC on.....leaning towards the AHP Cali cam but that is spec’d for a 427 and off the shelf or whatever.....
I seem to see a lot of big spilts favoring the exhaust side (?).
434,High Compression, Ported MSD intake, AHP LS7 heads, LGM 3-3/4 headers, etc.....
FRC VETTE
Curious what type of cam would be best with all these cubes, be torquey and daily drivable with the AC on.....leaning towards the AHP Cali cam but that is spec’d for a 427 and off the shelf or whatever.....
I seem to see a lot of big spilts favoring the exhaust side (?).
434,High Compression, Ported MSD intake, AHP LS7 heads, LGM 3-3/4 headers, etc.....
FRC VETTE
09-03-2018, 10:57 AM
#2
TECH Senior Member
434 isn't that far away from 427. AND off the shelf isn't a bad thing either. Besides all that, give Cam Motion a call and they will spec you a cam that will do what you want.
09-03-2018, 11:31 AM
#3
Thanks. Will do.
Those extra 7 cubes cost me about $500 a piece (over-square 434 build) so I do not mind trying to maximize as opposed to sliding in a camshaft build for another different (specific) combo.
Those extra 7 cubes cost me about $500 a piece (over-square 434 build) so I do not mind trying to maximize as opposed to sliding in a camshaft build for another different (specific) combo.
09-03-2018, 12:27 PM
#4
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Whats your goals? Max effort? Street? Driver?
09-03-2018, 12:34 PM
#5
Aggressive daily. Not wrapped up in the peak HP number, nor do I intend to spin it to the moon.
Drama-free idle in traffic when it hits 100 degrees......with A/C on.
That said, I do not want it to sound totally stock. Thanks for any input fellas.
Drama-free idle in traffic when it hits 100 degrees......with A/C on.
That said, I do not want it to sound totally stock. Thanks for any input fellas.
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09-03-2018, 08:56 PM
#8
Certainly don’t need 4.10 gears in a lightweight car with a four inch stroke crank.
I’d be looking in that 236-248 range. EPS has something there about and plenty of
vendors can get you into a custom one. That many inches can easily gobble up a larger cam
but IMO staying a tad conservative will help put-put drivability and throttle response
I’d be looking in that 236-248 range. EPS has something there about and plenty of
vendors can get you into a custom one. That many inches can easily gobble up a larger cam
but IMO staying a tad conservative will help put-put drivability and throttle response
09-03-2018, 09:02 PM
#9
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Run compression up to 11.5-12, 238/248-115+2. Should drive nice and rev good. If you want more aggressive go 244/254-112+2.
09-04-2018, 01:56 AM
#11
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You want to look at valve events rather then Duration numbers and match that with your intake/exhaust efficiency
That big of a engine will make power everywhere with a mid size cam
I've done quite a few with low ICL to get good throttle response out of them with lower but broad power band
110LSA/106 ICL is what ive done and never regret it
The large split is to increase peak power band but suffers down low
That big of a engine will make power everywhere with a mid size cam
I've done quite a few with low ICL to get good throttle response out of them with lower but broad power band
110LSA/106 ICL is what ive done and never regret it
The large split is to increase peak power band but suffers down low
09-04-2018, 05:42 AM
#12
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Originally Posted by RaceDevil
You want to look at valve events rather then Duration numbers and match that with your intake/exhaust efficiency
That big of a engine will make power everywhere with a mid size cam
I've done quite a few with low ICL to get good throttle response out of them with lower but broad power band
110LSA/106 ICL is what ive done and never regret it
The large split is to increase peak power band but suffers down low
That big of a engine will make power everywhere with a mid size cam
I've done quite a few with low ICL to get good throttle response out of them with lower but broad power band
110LSA/106 ICL is what ive done and never regret it
The large split is to increase peak power band but suffers down low
Car will idle good but tough sounding, rev if you want, pull hard in midrange.
Stock ls7 cam has 19 degrees split. Ten isn't huge.
09-04-2018, 07:54 AM
#13
Certainly don’t need 4.10 gears in a lightweight car with a four inch stroke crank.
I’d be looking in that 236-248 range. EPS has something there about and plenty of
vendors can get you into a custom one. That many inches can easily gobble up a larger cam
but IMO staying a tad conservative will help put-put drivability and throttle response
I’d be looking in that 236-248 range. EPS has something there about and plenty of
vendors can get you into a custom one. That many inches can easily gobble up a larger cam
but IMO staying a tad conservative will help put-put drivability and throttle response
My 99 TA is heavier than the OP's car and only has a 416. The 8.8 had 4.10's in the rear end. The 4.10's are too much gear. It's very easy to accidentally break the tires loose even with good tires on the street. I think 3.73's would have been better with the 416. The 4.10's were perfect with the stock cube heads and cam LS1.
I'd rather have a slightly under cam'd engine that is very responsive on the street. The 416 has a 237/245 114 LSA custom Reher - Morrison cam. Something roughly in that range, maybe a hair bigger intake and a little more exhaust would work well in a 434 that's a driver.
FWIW - I find the stock driving 383 LS1 with a little 229/229 cam in the RS more fun to drive on the street and in heavy traffic than the 416 in the TA. The small cam 383 is just more forgiving when your tired and sitting in a traffic jam doing clutch declutch roll ten feet for half an hour.
09-04-2018, 09:20 AM
#14
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We're seeing some good recommendations here. Our Summit Pro LS Stage 4 comes in at 237/246 113+3. Assuming it's LS7 based head with a 1.8 rocker, it has .662/.641 lift. Events are 7 I/O, 50 I/C, 59 E/O, 7 E/C for a total of 14 degrees overlap. The lobes are happy well past 7K with a TFS-2500300 spring pack. Part number for the cam is SUM-8709.
09-04-2018, 10:38 AM
#15
That is great info man. Thanks for sharing........there are sooo many factors in picking a cam. I appreciate the knowledgeable reply's.
*AHP cali camshaft for the C6z06 was specifically designed for use with stock LS7 manifolds/exhaust
*LS7 stock = 211/230 .591"/.591" 120 LSA
*Katech Torquer = 220/244 .615.648 110 LSA (OR 116)
*TSP Stage 2 = 234/246 .635"/.635" 115 LSA
* Cam Motion Stage 3 = 232/246, .630"/.612", 117.5 LSA and 114 ICL
Had a 222/222 566/566 in my car putting down 420RWHP with AFR's & LG Longtubes
*AHP cali camshaft for the C6z06 was specifically designed for use with stock LS7 manifolds/exhaust
*LS7 stock = 211/230 .591"/.591" 120 LSA
*Katech Torquer = 220/244 .615.648 110 LSA (OR 116)
*TSP Stage 2 = 234/246 .635"/.635" 115 LSA
* Cam Motion Stage 3 = 232/246, .630"/.612", 117.5 LSA and 114 ICL
Had a 222/222 566/566 in my car putting down 420RWHP with AFR's & LG Longtubes
09-05-2018, 06:43 PM
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Can you provide information as flow on the AHP heads? The MSD is your funnel neck at this point if heads are done right,porting it will pick up a good bit
You should be around 550-650rwhp with your 434 and the approximate cam specs everyone has suggested above depending on heads
You should be around 550-650rwhp with your 434 and the approximate cam specs everyone has suggested above depending on heads
09-05-2018, 08:15 PM
#17
hmmmm, I will find out. I am sure they flow a lot, stock lS7 heads flow a lot but I am not sure what they pick-up or where after porting. Just as importantly, I am concerned about gasket thickness, running the tightest quench possible and obviously compression. In addition to massaging those chambers which is a huge part, plus better valve guides, etc.....
i think my AHP ported LS7 (silver blade) T-body may MAY a restriction but hey I am not tying to squeeze every last drop out of a 434. I figure it will be strong all over regardless and I do not intend to rev it to the moon. The MSD is easy. I will have some cool parts and car pics to share soon. I appreciate all of this great input.
Mirek
i think my AHP ported LS7 (silver blade) T-body may MAY a restriction but hey I am not tying to squeeze every last drop out of a 434. I figure it will be strong all over regardless and I do not intend to rev it to the moon. The MSD is easy. I will have some cool parts and car pics to share soon. I appreciate all of this great input.
Mirek
09-05-2018, 08:21 PM
#18
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You will need a 102 throttle or a 90-102 TB spacer adaptor. Otherwise TB will not seal on the o ring and you fight vacuum leaks
09-05-2018, 09:44 PM
#19
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Brodix have a badass LS7 head. Get them from Frankenstien. They will be wicked 
09-21-2018, 11:42 AM
#20
Parts have accumulated and the AHP 434 build starts October 3rd
Some issue with Darton MID sleeves (?) so I am going with Darton dry sleeved LS3
AHP Stage 4 LS7 heads
AHP Ported MSD intake
LGM Pro Long tubes 1" 3/4
4:10 gears
I added a Mcleod RXT dual clutch
Dewitts radiator w/EOC & spal fans
Injectors
ETC....Hoping for 666 hp at the crank.
AHP is gonna get with Brian T. to try spec the cam (thanks for the above direction)
AHP is going to pull my existing engine AS IS, dyno and then sell it.
AFR 205'S, LS6 intake, 222 CAM....etc...
Some issue with Darton MID sleeves (?) so I am going with Darton dry sleeved LS3
AHP Stage 4 LS7 heads
AHP Ported MSD intake
LGM Pro Long tubes 1" 3/4
4:10 gears
I added a Mcleod RXT dual clutch
Dewitts radiator w/EOC & spal fans
Injectors
ETC....Hoping for 666 hp at the crank.
AHP is gonna get with Brian T. to try spec the cam (thanks for the above direction)
AHP is going to pull my existing engine AS IS, dyno and then sell it.
AFR 205'S, LS6 intake, 222 CAM....etc...