Cam selection
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Cam selection
Having a hard time determining which of these cams to go with so I will leave it to the expert opinions of this forum. Which one would you choose and why?
First: Livernois stage 1 cam: 224/230 .581 intake lift, .590 exhaust lift with a 114 LSA
Second: custom grind: 219/223 .625"/.625" @ 112 +2
Heads will be ported and polished and milled .030".
First: Livernois stage 1 cam: 224/230 .581 intake lift, .590 exhaust lift with a 114 LSA
Second: custom grind: 219/223 .625"/.625" @ 112 +2
Heads will be ported and polished and milled .030".
#2
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Not nearly enough info there for anyone qualified to answer.
What stall and it gear, car weight, intended use, head flow, power adder use elevation, etc all play a part in the decision...
Also the lobe profiles have a lot to do with it... I would take either cam on lazy lobes. And I wouldn't take either on super aggressive lobes either. You can have your cake and eat it now a days...
What stall and it gear, car weight, intended use, head flow, power adder use elevation, etc all play a part in the decision...
Also the lobe profiles have a lot to do with it... I would take either cam on lazy lobes. And I wouldn't take either on super aggressive lobes either. You can have your cake and eat it now a days...
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Having a hard time determining which of these cams to go with so I will leave it to the expert opinions of this forum. Which one would you choose and why?
First: Livernois stage 1 cam: 224/230 .581 intake lift, .590 exhaust lift with a 114 LSA
Second: custom grind: 219/223 .625"/.625" @ 112 +2
Heads will be ported and polished and milled .030".
First: Livernois stage 1 cam: 224/230 .581 intake lift, .590 exhaust lift with a 114 LSA
Second: custom grind: 219/223 .625"/.625" @ 112 +2
Heads will be ported and polished and milled .030".
#4
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This is the recommended info that I received from Patrick G when I spoke with him. I plan on leaving the stock stall and will be primarily for street use. Car weight is about 4,000 ish (yes, I know it is heavy)
I've taken stock bottom ends over 7000 rpm. I would caution you on milling heads if you want to run a cam of any decent size though. With an unmilled head, you can only run a 231 @ .050" cam on a 112 intake centerline before you get tighter than .080" piston to valve clearance. If you mill .030", you can only run a 219 @ .050" cam on a 112 intake centerline before you get tighter than .080" P to V clearance. You will make more power with a bigger cam and lower compression.
I've taken stock bottom ends over 7000 rpm. I would caution you on milling heads if you want to run a cam of any decent size though. With an unmilled head, you can only run a 231 @ .050" cam on a 112 intake centerline before you get tighter than .080" piston to valve clearance. If you mill .030", you can only run a 219 @ .050" cam on a 112 intake centerline before you get tighter than .080" P to V clearance. You will make more power with a bigger cam and lower compression.
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#8
Re: the heads, I wouldn't mill them. For daily driver duty the most head work you will need is a valve job. The stock L92/LS3 castings have plenty of ceiling for mods.
Do a valve job and switch to LS3 hollow stem intake valves and you'll be in great shape.
Other than head work and a cam, what other pieces are you bringing to the table? What mods if any are on there currently?
Do a valve job and switch to LS3 hollow stem intake valves and you'll be in great shape.
Other than head work and a cam, what other pieces are you bringing to the table? What mods if any are on there currently?
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I have a set of LT's ready to go on but want to wait for the cam so I can do it all at once, car already has rotofab intake, HFC's (will be coming off) and corsa cat back with tune. I am getting a set of LS3 heads (deal with buddy)with the hollow valves and I was more concerned about porting and polishing the exhaust side since the intake flows so well on these cars. Future mods will include a D1SC and the supporting fuel mods to go with it but I am going to keep the L76 heads for when I go boosted just in case I need to lower compression a bit.
#10
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If boost is in your future, you definitely don't want to mill your heads. If you want to run a cam in the 230s at .050", you most definitely don't want to mill your heads. Piston to valve clearance is really tight in unmilled form. Milling just adds insult to injury.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
#11
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I figure with going through with a whole dod delete flycutting aint that much more of a stretch if its worth the work...
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If anyone is going to go this far, you would be better off just upgrading the pistons, connecting rods, crankshaft (you get the point). I was only going to use the mill'd heads in tandem with the cam. When I go FI, I will put the stock heads back on for added strength. Chances are that FI won't happen for quite sometime but trying to maximize power with a stock stall before having to tear into a transmission and spend more money. Driveability on big cams with stock stalls just isn't going to happen unless I become an expert tuner overnight.
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I'm going with the 1C since it best fits my final set up. i'm not wanting to get to deep in the 600rwhp range and it will get me there however. it sounds like you would best fit livernois stage 1 cam. Or just have Pat G spec you one out. Enjoy your car i know mine is a blast and only getting better