Back in the LTX game - time for a build
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A few years back I picked up a 1996 Z28 M6. It's my second 1996 Z28 M6. The first was a bolt on car that I daily drove back when I was in college. well, I'm no longer in college (been 8 years or so) and now can afford to do what I wanted to do, which was a street/strip build.
Things seem to have changed, not a lot, but a bit, in the last 8 years. It seems cam designs have improved, and the used market has gotten noticeably cheaper, which has been good to me as I have started to compile parts.
As she sits, it's stock sans a K&N intake and a GM Hurst Shifter with pro 5.0 stick. I have purchased the following:
LS1 driveshaft
Subframe connectors
STB
AS&M Monoblad
GTP Ported LT4 intake Manifold
GTP Ported LT4 heads (with all the valvetrain)
GM 847 cam
Mezz EWP
AS&M 1 3/4 mid lengths; I'll be running at least one cat, maybe two
SLP Dual/Dual with a cutout before the axle hump
I have injectors with a higher flow rate as well, maybe 30#r's but I can't remember now.
Here's where I am looking for feedback. I've always wanted the 847 cam. It sounds awesome, make great power, etc. I'm just thinking it's not the right cam for what I will use it for. I'd say it's 85% street, 15% strip. I'd love to hit 11's, but it's not a necessity. I'm also in MA, and I do the inspection thing the right way (I don't pay for stickers and I keep it all legal). I realize going from two cats to one is not allowed, but at least I'll have one.
Here's how I'm thinking about the 847 cam. For an 85% street car, the power band is probably wrong. Then, from an inspection perspective, they seem to focus on volume of sound, which should be pretty mild with th emid lengths and dual/dual, but also the idle quality. I know how this cam sounds, and it's going to raise eyebrows, and I know I can raise the idle, but that also could raise a few eyebrows.
This leaves me with getting another off the shelf cam or getting a custom one done, as I understand the newer cam designs can make similar or better power with a better idle than a 15 year old cam can. I DO have the flow sheets for the heads, which could be beneficial.
I'd love some input from you guys, like I said, it's been a while. If there's any other info you guys would want let me know, and I will provide.
Thanks!
Brian
Things seem to have changed, not a lot, but a bit, in the last 8 years. It seems cam designs have improved, and the used market has gotten noticeably cheaper, which has been good to me as I have started to compile parts.
As she sits, it's stock sans a K&N intake and a GM Hurst Shifter with pro 5.0 stick. I have purchased the following:
LS1 driveshaft
Subframe connectors
STB
AS&M Monoblad
GTP Ported LT4 intake Manifold
GTP Ported LT4 heads (with all the valvetrain)
GM 847 cam
Mezz EWP
AS&M 1 3/4 mid lengths; I'll be running at least one cat, maybe two
SLP Dual/Dual with a cutout before the axle hump
I have injectors with a higher flow rate as well, maybe 30#r's but I can't remember now.
Here's where I am looking for feedback. I've always wanted the 847 cam. It sounds awesome, make great power, etc. I'm just thinking it's not the right cam for what I will use it for. I'd say it's 85% street, 15% strip. I'd love to hit 11's, but it's not a necessity. I'm also in MA, and I do the inspection thing the right way (I don't pay for stickers and I keep it all legal). I realize going from two cats to one is not allowed, but at least I'll have one.
Here's how I'm thinking about the 847 cam. For an 85% street car, the power band is probably wrong. Then, from an inspection perspective, they seem to focus on volume of sound, which should be pretty mild with th emid lengths and dual/dual, but also the idle quality. I know how this cam sounds, and it's going to raise eyebrows, and I know I can raise the idle, but that also could raise a few eyebrows.
This leaves me with getting another off the shelf cam or getting a custom one done, as I understand the newer cam designs can make similar or better power with a better idle than a 15 year old cam can. I DO have the flow sheets for the heads, which could be beneficial.
I'd love some input from you guys, like I said, it's been a while. If there's any other info you guys would want let me know, and I will provide.
Thanks!
Brian
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you've supplied enough info here for me to tell you call a custom cam grinder, LE, AI, whoever you'd like. Tell them what you just told us and they'll set you up. Id guess you'd want something around 223/230 on a little wider lsa for emissions. Some where around .565 lift both ways. Could probably even get away with some more duration.
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How does the inspection go in MA? Do you get sniffer checked in the tailpipe or do they simply look for codes stored in the ecm? If they look for codes stored you can get a tune which will "alter" what exactly will throw a code. If you get sniffed there's virtually no way you'll pass with a cam like that. It's too dirty.
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Thanks. The heads have comp 1.6's as well so I'll have a bit of extra lift over the stock ratio.
They do two things in MA for inspection. Every year they do an OBDII plug in. Randomly they do a safety inspection. It works out to about every other year. The kicker is the shops can fail you simply for being too loud or being modified. Most have some level of tolerance on an older car for replacement part purposes, but if they want, they can fail you just because its modified. No sniffer.
On a setup like this, what kind of hp/tq will I pick up if I go 383? I have a high mile block I will be getting freshened up, so while it is out of the car I'm debating incurring the extra cost. Would the extra cubes change how someone like Lloyd grinds the cam?
Thanks guys!
Brian
They do two things in MA for inspection. Every year they do an OBDII plug in. Randomly they do a safety inspection. It works out to about every other year. The kicker is the shops can fail you simply for being too loud or being modified. Most have some level of tolerance on an older car for replacement part purposes, but if they want, they can fail you just because its modified. No sniffer.
On a setup like this, what kind of hp/tq will I pick up if I go 383? I have a high mile block I will be getting freshened up, so while it is out of the car I'm debating incurring the extra cost. Would the extra cubes change how someone like Lloyd grinds the cam?
Thanks guys!
Brian
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I have heard GREAT things about AI, but my main concern is that for something like a custom cam, which isn't the money maker their heads are (or their heads/cam packages are), is I hear it can take EXCRUCIATINGLY long to get the cam done. I don't know that I want to take a risk that my build gets delayed waiting for a cam.
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LS1 driveshaft
Subframe connectors
STB
AS&M Monoblad
GTP Ported LT4 intake Manifold
GTP Ported LT4 heads (with all the valvetrain)
GM 847 cam
Mezz EWP
AS&M 1 3/4 mid lengths; I'll be running at least one cat, maybe two
SLP Dual/Dual with a cutout before the axle hump
I have injectors with a higher flow rate as well, maybe 30#r's but I can't remember now.
Subframe connectors
STB
AS&M Monoblad
GTP Ported LT4 intake Manifold
GTP Ported LT4 heads (with all the valvetrain)
GM 847 cam
Mezz EWP
AS&M 1 3/4 mid lengths; I'll be running at least one cat, maybe two
SLP Dual/Dual with a cutout before the axle hump
I have injectors with a higher flow rate as well, maybe 30#r's but I can't remember now.
Ditch the cam and go custom LE cam.
Good luck!