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cam gurus, got this cam that was originally specced for a 427 build running heavily ported 243s....not sure why but anyway, have a buddy with an ls3 auto vette who wants to cam his car. hes doing a converter, unknown which yet, as well as headers and x pipe. keeping heads stock. hes looking for a good mid range cam with power increase across the board, shifting 69-7000. how would this cam work for that....it has 1 startup on it. figured the duration split looks very ls3 so might work idk.
It's be nice if he was willing to mill the heads. What rear gears? Hell want a 4k stall or more with that cam. Not sure I'd call it good for "mid range" but it'll pull up top.
Would advancing it a few degrees to get the IVC inline mess up the other events too much?
Excuse me if this is a lame question. I'm still learning about valve events.
Would advancing it a few degrees to get the IVC inline mess up the other events too much?
Excuse me if this is a lame question. I'm still learning about valve events.
It's a good question. i'll try to stay shallow here...
There are two valve events that pretty much determine at what RPM you will make your peak power. Those are IVC and EVO. I find that IVC is a very direct influence on RPM band, and EVO is more subtle. Earlier IVC and later EVO both contribute to improved torque in the low end and mid range. Later IVC and earlier EVO both contribute to high RPM ability to breathe.
Advancing the cam would bring the power band down by bringing the IVC down, but it ALSO causes an earlier EVO, which vents the cylinder pressure sooner, resulting in a slight drop fo the entire torque curve. Where I see cams that run with an early IVC and an early EVO, that is typically a cam that the owner wants to peak and then carry past peak and fall slowly. The owner is usually willing to give up some ft-lbs for this behavior.
Now, running higher compression offsets the losses from early EVO, because with higher compression, the work is extracted faster, so you can open the EVO earlier without the losses. But if you run an early IVC< you cannot crank the compression as high, because you'll detonate under midrange load, which is exactly where you are trying to optimize.
Ultimately, this is the reason that when you want stronger midrange more than you want high RPM power, you end up with a smaller cam. Only way to get both an earlier IVC and a later EVO without having stupid overlap.
In my last LS3 heads and cam stock block factory intake manifold and throttle body ‘11 C6 grand sport I used a 240/246 @.050 and .677/677 112 lsa ran consistent 10.5 with a 3400 stall and 10.3 with a 3800 stall Yank PAS
made big power everywhere from 3500 rpms I’ll have to disagree that cam in question is too big, lag bottom end and mid range power I would have stock heads milled .030 to .050 for a smile in his face that won’t go away just watch piston to valve clearance and if needs fly cutting (I did, do it) did have
255 Trick Flow heads.
I been that trap (10.58@131) and mph in my M6 C6 with stock heads and cam.... For an auto car that cam would be fine with some gear but not have that solid midrange hes looking for. PTV with milling the heads your looking at fly cutting .080 - .120. I had a 236/254 SS4 cam and went 10.62@134 with ported heads. Cam is not always the best option lol I am swapping to a 226/236 as soon as I can get the work done.
Thanks for posting the vids I would lie if I told you I didn’t have good mid range.
your runs grate as a corvette should and you sure know how to departures lol.
The OP's LS1 cam almost seems like it was inspired by something like a Vengeance Racing's Kaotik camshaft.
Vengeance Racing Kaotik is ground by Cam Motion instead of Comp. Kaotik camshaft features 235* of intake duration and 243* of exhaust duration, .621" of intake lift and .624" of exhaust lift (1.7 ratio), and 113* lobe separation angle with 3* of advance built in for easy installation and excellent performance.
Something like that might work pretty well in the LS3.
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have this cam, how would it be in an ls3 
