When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
That catalogue was very informative.
I can see why a lot of people use those Comp LSL lobes on the intake and they use the LXL on the exhaust.
Has anyone used their QNX lobes. They look very hardcore.
I know lingenfelter use the LSK lobes which are very harsh on the valvetrain.
Nice numbers - What timing were they able to get out of this on pump gas? I think the usual range is 23-27 degrees for an LS7 head. Was compression around 11 to 1?
I will ask. I am curious what will happen to the engine when the ported FAST and fuel injection get installed. I wish I could recall the injectors (D something) but it sounds like I can expect a drop (?).
I am running LG 1 3/4 into stock (C5 Z06) titanium exhaust.
I will ask. I am curious what will happen to the engine when the ported FAST and fuel injection get installed. I wish I could recall the injectors (D something) but it sounds like I can expect a drop (?).
I am running LG 1 3/4 into stock (C5 Z06) titanium exhaust.
My prediction with a Ported Fast 102 and 1 3/4" LTs you will make 570 RWHP Max < 6500 RPM,
Peak Torque will be ~ 4800 RPM with a fatter and earlier torque curve than you have now.
I made 690 HP on that same Dyno at West Tech with my 396" LLSR with Mid Length Fast @ 7100-7300 RPM
and 590+ RWHP in my 99 C5 (with 90 mm LS2 TB vs 102 on dyno & 2 1/2" Exhaust when tested)
You will lose about ~100 through the driveline on an accurate Dyno Jet, another ~20 from
the FAST, and 6-8 more from the small headers. That said your throttle response will be Wicked especially
with 4.10s Hope you have stock in your favorite Tire Co, LOL!
Last edited by NAVYBLUE210; 06-09-2019 at 12:45 PM.
It will be a ported MSD actually which should help a bit.
Wow that is almost an identical amount of power at the same RPM, I wonder what your graph looked like? BTW I also have FRC that this engine is going into, it is a 2000 and I put on a set of c5 zo6 speedlines to get that bit of extra tire. The rear tires are actually very difficult to find unfortunately. I just hope it is enjoyable/controllable. I put on a set of dope AP racing brakes too that I picked up for cheap.
I live in CA as well, up in the Fairfax District of LA.
Yea the six pots will not fit under the 17” stock Z06 fronts so it had to be the Sprints. Thats OK though. I like that AP was able to Pre-burnish them for me. I would screw that up. No doubt.
[QUOTE=Mirek Again;20107404]It will be a ported MSD actually which should help a bit.
Wow that is almost an identical amount of power at the same RPM, I wonder what your graph looked like? BTW I also have FRC that this engine is going into, it is a 2000 and I put on a set of c5 zo6 speedlines to get that bit of extra tire. The rear tires are actually very difficult to find unfortunately. I just hope it is enjoyable/controllable. I put on a set of dope AP racing brakes too that I picked up for cheap.
I live in CA as well, up in the Fairfax District of LA.
This was my 396" Graph @ Westech.
With a Ported MSD (MMS?) I am going to revise my guess to ~590 RWHP @<6800 RPM
2" ARH & 3" With X Likely 605+ even through Z06 Titanium exhaust fwiw.
With even more torque LOL, 1st & 2nd gear will be worthless.
My 99 is a Coupe and has OE Speedline Z06 Rims as well.
Toyo r888s 275/40 & 305/35s. Nice Brakes!
Last edited by NAVYBLUE210; 06-09-2019 at 02:18 PM.
My previous camshaft was a cam motion with Pat G.
They were great to deal with and were very quick sending out the cam.
It was here in Australia in like 3 days.
Looks to me comp concentrate more on the hardcore guys.
I know Mamo uses Comp LSL lobes on his camshafts.
He told me but who knows if he has other lobes.
Pat G also uses his own proprietary lobes with cam motion. It's called PGN.
Tony has other lobes that he won’t discuss. Solid roller that is.
I bet he does.
Ed Curtis is the most secretive though.
He doesn't spec you a camshaft either till you pay for a camshaft in full first.
I get it. Tony is same way. But cam specs are just specs. Take two cams with same exact specs, but with different lobes and you’ll see two different running engines. Lots of power to be had with the lobes. That’s the secret.
I get it. Tony is same way. But cam specs are just specs. Take two cams with same exact specs, but with different lobes and you’ll see two different running engines. Lots of power to be had with the lobes. That’s the secret.
It is.
With Ed Curtis baby cam when my engine was a 6.0 I made 425rwhp.
Ran good
You mention Comp, they've been resting on their laurels. I doubt they've been doing any fresh cam design for the past 15 years.
Billy Godbold is the the valve train engineer (and guru) at COMP Cams.....he's also a schooled Nuclear physicist !!!! The man lives and breathes camshafts and valve train dynamics and is very approachable.
If you have FB, you can see how VERY active he and COMP are in the design, testing, and engineering, of state of the art cams and valve train components.
Billy is actively designing cams from everything from trophy truck engines to top fuel cars and beyond...he's a very hands on guy........the race teams love this guy.
They recently purchased another Spintron rig to continue high value testing of a ton of new products coming out of there.
From my personal experience with him, I feel confident in saying that neither Billy or COMP are resting on any laurels
He and Erik Koenig worked together to design my new cam for my build, using an as of yet released lobe design.
I feel honored to have him take an active interest in my build and work directly with my builder on designing a special product for my setup.
06-09-2019, 08:43 AM
