Another LS3 cam question
08-08-2021, 11:15 AM
#1
Teching In
Thread Starter
Join Date: Jul 2021
Location: Wisconsin
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
Another LS3 cam question About to tip my hand as to my LS ignorance here…My experience with tuning and engines is on Harleys. Even have my own dyno. On those a bolt in cam is very common at .570-.590 lift (we wont talk duration). My question is that I see most stage one cams for an LS3 as being over .600 lift. How streetable is that for touring and longevity? I bought an engine out of a 2011 Camaro for my 63 Nova swap and thinking of camming it before the install. Spring and trunnion upgrades are fine with me. Id like to see around 520 crank horse. Or should I just go with the GMPP 525 cam?
08-08-2021, 01:47 PM
#2
TECH Senior Member
I DO wish people would quit stressing lift when determining the characteristics of a cam! It's about duration, overlap (or LSA ) with lift a distant third.
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
08-08-2021, 01:58 PM
#3
Teching In
Thread Starter
Join Date: Jul 2021
Location: Wisconsin
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
I DO wish people would quit stressing lift when determining the characteristics of a cam! It's about duration, overlap (or LSA ) with lift a distant third.
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
08-08-2021, 02:39 PM
#4
Valve Lift vs Intake/Exhaust Valve Diameter A "distance third ", who's on first ?
The LS-3 intake valve diameter is 2.16", THUS ALL LS-3/LS-7 camshafts should have MORE intake lift than a typical LS-1 camshaft.
The LS-3 intake valve diameter is 2.16", THUS ALL LS-3/LS-7 camshafts should have MORE intake lift than a typical LS-1 camshaft.
08-08-2021, 02:49 PM
#5
I DO wish people would quit stressing lift when determining the characteristics of a cam! It's about duration, overlap (or LSA ) with lift a distant third.
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
Most stage one cams have .525-.550 lift. But lift does NOT determine streetability.
The GMPP ASA cam which optimistically delivers 525HP in an LS3 is not a great cam when there are many others that deliver more power AND better drivability. Check with Cam Moltion, Texas Speed, Summit, and many others for good cams. Do a search here on cam threads. Only about a hundred or so of those here...
Idk 🤨
The following users liked this post:
G Atsma (08-08-2021)
08-08-2021, 06:30 PM
#6
TECH Senior Member
Both the GM Hot Cam and ASA cams have only .525 lift, and many others intended for LS3LS7's have similar lift. HOWEVER, there are plenty of cams with .600 or more lift to keep the better-breathing rectangular head LS engines well fed.
08-08-2021, 07:08 PM
#7
Valve OVERLAP@.050 is ON FIRST The Cam Duration states an ENGINE'S torque SPEED RANGE.
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
The following 2 users liked this post by IGN-1A:
G Atsma (08-08-2021), NAVYBLUE210 (08-09-2021)
Trending Topics
08-08-2021, 09:21 PM
#8
TECH Senior Member
The Cam Duration states an ENGINE'S torque SPEED RANGE.
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
My point in duration being #1 is that you need it FIRST along with LSA to determine overlap.
The following users liked this post:
Corona (08-08-2021)
08-08-2021, 10:17 PM
#9
ModSquad
iTrader: (6)
The Cam Duration states an ENGINE'S torque SPEED RANGE.
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
ALL engines REQUIRE the correct amount of overlap for best operation and best power.
I have fitted MANY engines with a camshaft L/C of 102*, though the "duration" is low, 212* @ .050 with this type of camshaft !
The intake runner length/exhaust primary pipe length effects how well this effect ((low C/L) responds.
MY KNOWLEDGE was learned using a bench dyno and a "camless" engine fitted with electric valve operation under computer control.
I have four patents on Camless Engines.
Valve Overlap IS #1
The following users liked this post:
KW Baraka (08-19-2021)
The following users liked this post:
KW Baraka (08-19-2021)
The following 3 users liked this post by IGN-1A:
The following users liked this post:
KW Baraka (08-19-2021)
08-09-2021, 09:04 AM
#13
TECH Senior Member
The following users liked this post:
KW Baraka (08-19-2021)
08-09-2021, 09:21 AM
#14
ModSquad
iTrader: (6)
The following users liked this post:
G Atsma (08-09-2021)
08-10-2021, 02:11 PM
#15
Inlet Valve Closing Point With respect to lobe duration, the item that states Torque Range IS Inlet Valve Closing.
The Exhaust Vale Opening Point also has a strong effect on low engine speed torque.
The concern about valve duration is the weight of the air/fuel entering the cylinder.
When the cylinder is "full" of A/F, the port flown reverses and the airflow reverses in the port, often called "off song".
Now let us look at valve overlap, when the piston is at TDC both the inlet/exhaust valves are ofter open.
This type of valve timing provides for a "head start" to allow for combustion chamber "cleaning" and pulling fresh air into the exhaust port/primary pipe.
Then as pipe length determines, that airflow is reversed flowing back INTO the combustion chamber.
Thus the importance of Valve Overlap.
The Exhaust Vale Opening Point also has a strong effect on low engine speed torque.
The concern about valve duration is the weight of the air/fuel entering the cylinder.
When the cylinder is "full" of A/F, the port flown reverses and the airflow reverses in the port, often called "off song".
Now let us look at valve overlap, when the piston is at TDC both the inlet/exhaust valves are ofter open.
This type of valve timing provides for a "head start" to allow for combustion chamber "cleaning" and pulling fresh air into the exhaust port/primary pipe.
Then as pipe length determines, that airflow is reversed flowing back INTO the combustion chamber.
Thus the importance of Valve Overlap.