specs on ls7 cam?
#6
LS7 cam for a LS2 engine good idea or bad?
I was thinking about putting a LS7 cam in my LS2 engine I think it would be ok for a street & strip
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
#7
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Originally Posted by SS Blazer 07
I was thinking about putting a LS7 cam in my LS2 engine I think it would be ok for a street & strip
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
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#10
LS7 Rockers
I think the rocker ratio is different also the rockers on the LS7 heads are offset on intake & stright on the exhaust because of the head design on the LS7 heads also different ratio rockers. The cam should work in the LS2 with the stock or aftermarket rockers with a spring change & push rods. Like Manley
bee hives for no coil bind since the LS7 probably has taller springs to take a even larger cam. Since some guy's are using cams in the same range already in the LS2 I think that won't be a issue. I just need to see a dyno curve to see how the low end & mids are since it is a 7,000 rpm cam. As heavy as
the SSTB's are they may need a custom grind with big low rpm torque numbers also large mids in torque & HP. 4660 lbs. with jack spare & a full tank of gas. So track weight about 4400 lbs with a diet. The do make some 32lb. wheels 18" & 20" for a combo DR's on the back maybe save 20 lbs a wheel over stock. Any suggestions?
bee hives for no coil bind since the LS7 probably has taller springs to take a even larger cam. Since some guy's are using cams in the same range already in the LS2 I think that won't be a issue. I just need to see a dyno curve to see how the low end & mids are since it is a 7,000 rpm cam. As heavy as
the SSTB's are they may need a custom grind with big low rpm torque numbers also large mids in torque & HP. 4660 lbs. with jack spare & a full tank of gas. So track weight about 4400 lbs with a diet. The do make some 32lb. wheels 18" & 20" for a combo DR's on the back maybe save 20 lbs a wheel over stock. Any suggestions?
#12
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Originally Posted by SS Blazer 07
I was thinking about putting a LS7 cam in my LS2 engine I think it would be ok for a street & strip
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
cam I just wonder if the push rod length would change I would use the Manley Bee hive springs & titanium retainers also Manley push rods. I have a SSTB LS2 (auto trans) 4.10 rear. Good idea or not?
#15
TECH Senior Member
iTrader: (127)
Originally Posted by Katech
I have several stock LS7 cams I can sell. Email me if you're interested.
jason@Katechengines.com
jason@Katechengines.com
also what are the price of the ls7 cams, are they takeoffs from project cars.
if u cannot post the specs of the cam, can u post the overlap with 1.8 rockers, thanks
#16
Originally Posted by White_Hawk
I bet this cam would rock in an LS2 402 with L92 heads and an L76 intake. Hmmm....
-Geoff
-Geoff
just playin'.
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LS7 cam - 505 HP - 28 mpg
211 - intake duration @ .050
230 - exhaust duration @ .050
120 - LSA (lobe separation angle) camshaft degrees
120 - intake/exhaust lobe centerline straight up in crank degrees
123 - ILC (intake lobe centerline) factory installed @ 3 degrees retard
.591 - intake valve lift
.591 - exhaust valve lift
As opposed to a dual camshaft setup, a single cam's LSA will be fixed at birth, it cannot be altered. The ILC/ELC can be advanced or retarded with one affecting the other. Advancing the ILC, retards the ELC.......retarding the ILC, advances the ELC, but the 120 LSA relationship will never change or will the overlap.
The factory installs the LS7 in the 3 degree retarded position:
123 - ILC - (Intake Lobe Center)
117 - ELC - (Exhaust Lobe Center)
__________________________________________________ _____________________
Quick overlap calc:
Add the in/ex duration
Divide by 4
Subtract the LSA
Multiply by 2
Example:
211 + 230 = 441
441 / by 4 = 110.25
110.25 - 120 = -9.75
-9.75 x 2 = -19.5
Overlap = -19.5 degrees of negative overlap
__________________________________________________ ____________________
Wide SLA = low, zero or negative overlap for good gas milage and emmision control
Wide SLA = relatively early exhaust valve opening for restrictive exhaust systems
Wide SLA = relatively late intake valve closing for controlling dynamic pressure with 11:1 CR
Massive intake port flow capability allows relatively low 211 intake duration combined with .591 lift
Increased exhaust duration of 230, combined with early exhaust opening and .591 lift helps combat restrictive street exhaust system.
__________________________________________________ ____________________
LS7 Cam profile @ ILC/ELC 120 straight up - 211/230 duration
IO......... -14.5 atdc
IC......... 45.5 abdc
EO......... 55 bbdc
EC......... -5 btdc
Overlap = -19.5 and 120 LSA
__________________________________________________ ___________________
LS7 Cam profile @ ILC/ELC 123/117 - 3 degree retard - 211/230 duration
IO......... -17.5 atdc
IC......... 48.5 abdc
EO......... 52 bbdc
EC......... -2 btdc
Overlap = -19.5 and 120 LSA
__________________________________________________ __________________
Intake Timing calcs:
intake duration = 211
divide by 2 = 105.5
LSA = 120
subtract 120 from 105.5 = -14.5 IO
subtract -14.5 from 180 = 165.5
subtract 165.5 from 211 = 45.5 IC
Intake timing = IO -14.5 atdc --- IC 45.5 abdc
__________________________________________________ __________________
Exhaust Timing calcs:
exhaust duration = 230
divide by 2 = 115
LSA = 120
subtract 120 from 115 = -5 EC
subtract -5 from 180 = 175
subtract 175 from 230 = 55 EC
Exhaust timing = EO 55 bbdc --- EC -5 btdc
__________________________________________________ _________________
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
__________________________________________________ _________________
To advance the cam, subtract the amount of advance in degrees from the intake and add to the exhaust.
To retard the cam, add the amount of retard in degrees to the intake and subtract from the exhaust.
Straight up 120 - ILC/120 - ELC
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
Example: 3 degrees advance becomes 117 - ILC/223 - ELC
IO - -11.5 atdc
IC - 42.5 abdc
EO - 58 bbdc
EC - -8 btdc
__________________________________________________ ________________
Straight up 120 - ILC/120 - ELC
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
Example: 3 degrees retard becomes 223 - ILC/117 - ELC
IO - -17.5 atdc
IC - 48.5 abdc
EO - 52 bbdc
EC - -2 btdc
211 - intake duration @ .050
230 - exhaust duration @ .050
120 - LSA (lobe separation angle) camshaft degrees
120 - intake/exhaust lobe centerline straight up in crank degrees
123 - ILC (intake lobe centerline) factory installed @ 3 degrees retard
.591 - intake valve lift
.591 - exhaust valve lift
As opposed to a dual camshaft setup, a single cam's LSA will be fixed at birth, it cannot be altered. The ILC/ELC can be advanced or retarded with one affecting the other. Advancing the ILC, retards the ELC.......retarding the ILC, advances the ELC, but the 120 LSA relationship will never change or will the overlap.
The factory installs the LS7 in the 3 degree retarded position:
123 - ILC - (Intake Lobe Center)
117 - ELC - (Exhaust Lobe Center)
__________________________________________________ _____________________
Quick overlap calc:
Add the in/ex duration
Divide by 4
Subtract the LSA
Multiply by 2
Example:
211 + 230 = 441
441 / by 4 = 110.25
110.25 - 120 = -9.75
-9.75 x 2 = -19.5
Overlap = -19.5 degrees of negative overlap
__________________________________________________ ____________________
Wide SLA = low, zero or negative overlap for good gas milage and emmision control
Wide SLA = relatively early exhaust valve opening for restrictive exhaust systems
Wide SLA = relatively late intake valve closing for controlling dynamic pressure with 11:1 CR
Massive intake port flow capability allows relatively low 211 intake duration combined with .591 lift
Increased exhaust duration of 230, combined with early exhaust opening and .591 lift helps combat restrictive street exhaust system.
__________________________________________________ ____________________
LS7 Cam profile @ ILC/ELC 120 straight up - 211/230 duration
IO......... -14.5 atdc
IC......... 45.5 abdc
EO......... 55 bbdc
EC......... -5 btdc
Overlap = -19.5 and 120 LSA
__________________________________________________ ___________________
LS7 Cam profile @ ILC/ELC 123/117 - 3 degree retard - 211/230 duration
IO......... -17.5 atdc
IC......... 48.5 abdc
EO......... 52 bbdc
EC......... -2 btdc
Overlap = -19.5 and 120 LSA
__________________________________________________ __________________
Intake Timing calcs:
intake duration = 211
divide by 2 = 105.5
LSA = 120
subtract 120 from 105.5 = -14.5 IO
subtract -14.5 from 180 = 165.5
subtract 165.5 from 211 = 45.5 IC
Intake timing = IO -14.5 atdc --- IC 45.5 abdc
__________________________________________________ __________________
Exhaust Timing calcs:
exhaust duration = 230
divide by 2 = 115
LSA = 120
subtract 120 from 115 = -5 EC
subtract -5 from 180 = 175
subtract 175 from 230 = 55 EC
Exhaust timing = EO 55 bbdc --- EC -5 btdc
__________________________________________________ _________________
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
__________________________________________________ _________________
To advance the cam, subtract the amount of advance in degrees from the intake and add to the exhaust.
To retard the cam, add the amount of retard in degrees to the intake and subtract from the exhaust.
Straight up 120 - ILC/120 - ELC
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
Example: 3 degrees advance becomes 117 - ILC/223 - ELC
IO - -11.5 atdc
IC - 42.5 abdc
EO - 58 bbdc
EC - -8 btdc
__________________________________________________ ________________
Straight up 120 - ILC/120 - ELC
IO - -14.5 atdc
IC - 45.5 abdc
EO - 55 bbdc
EC - -5 btdc
Example: 3 degrees retard becomes 223 - ILC/117 - ELC
IO - -17.5 atdc
IC - 48.5 abdc
EO - 52 bbdc
EC - -2 btdc