West Coast Cylinder Heads said the stock LS3 heads could be milled up to .050 without having any fear of flow or fitment problems. Did you personally experience the problem with >.030 milled?

 

Mine are and lots of others have milled their heads .030 with not leakage or fitment issues, some people are just mis-informed. Also, the 220-222 cam is fine for some applications but not for all. I personally had a 222 238 and it was not for me, weak at high rpm's, very good low end. I don't need anymore low end power, I have enough traction issues below 40 mph. My new cam is much better at the higher rpm's and it still has great low end power. If your car is a heavy beast or a truck, keep the intake side at 215-222 and you will have stump pulling power.

 

.030 is probably fine but .040 is dicey depending head gasket.

Yes, been there.

WCCH knows their stuff. Of course, you can get it back by shaving intake but milling heads is not a great way to deal with CC volume.

 

Which head gasket(s) are perferred when you mill >.030?

 

Some of it depends on how far out the piston is above the deck. .035 quench is ideal. Your PTV will also come into play. It is more of the total stackup of parts. I am running stock .052 gaskets and am at 10.5:1

 

I do not know if this has been posted over here but it's a LS3 camshaft comparison article. Too bad the graph is so hard to read. I personally like the results from the Lingenfelter GT11 cam and the Katech LS3 Torquer 224/236 113 LSA. The GT11 cam has very agressive lobes so I would want to run a good set of springs.

http://www.gmhightechperformance.com...son/index.html

 

That's been linked elsewhere, and is the source of my inquiries about the Hotcam & GT11. You're right that the graph is a cluster to read with all cams displayed on the same graph. I think there's a guy named Robin on here who was involved in the testing. I wonder if he'd be able to provide a graph which includes only those few for easier comparison.

 

Does anybody have any experience with an LS2/4.000" stroke with L92s and a cam in the 242/250@.050" range? It's intended for use with a 250 shot and is on a 113LSA/ICL. Thanks.

 

wow, there are some crazy cam specs in this thread. All over the place to from big to small.

 

Just about to get my 239/247 going on 114lsa(6L), yep bit big but my daily is a 232/234 GENIII so the weekender has to be bigger. I'll post some results when done as this cams not really recommed by most but i'll try something different. Running Fast 102 heads ported milled 40 thou as well.




I've read this thread a few times now and heaps of others, heaps of interesting info and then theres always the curve ball cam with little or no split pulling good no's.

One thing i've noticed is with the GEN III a ICL of 108>110 seemed the go but with the L92 heads people seem to go more towards the 112 ICL. Just dialled my cam in 114lsa 110ICL and its 2 degrees out at 112ICL and after talking to a few they've told me to leave it at that.

Keep up the good info all

 

There is a lot of miss information going around..... tighter the LSA you are only shifting the power curve either to the left(advancing) to the right?(retarding) early or later peaks, early or later cam timing events........ These cam specs are all over the place that is true... the problem I have with the cam shoot out is that they use too much split on some and the split should be taylored to the exhaust/intake flow ratio.... So it looked like a toss up on what cam you should use......

The problem is you have a head(L92) that at: (this is subjective to the bench flow used, stock heads no porting)
.100 E/I is 87%
.200 E/I is 85%

but at:
.500 E/I is 68%
.600 E/I is 66%

Why risk flow between .100-.400 where you will spend 98% of your time in a DD situation or street car for flow at .500+ where unless a drag car but even then you will spend prob 2% of your time.......?

So in esenece running a 10-12+ split at .100 and .200 will not be optimal down low but only help top end power and scavenging up top and some have found these large splits to be a dog down low pending the intake duration chosen... but to combat this guys have run low intake duration (below 220) which too me is not optimizing..... The split should be chosen to complement the E/I%......

E/I % -split
80% > 4* or single
75% < 8*
70% < 10-12*

I would be looking for a split that offers the best overall exhaust timing events and scavenging... not the 4 or 16, too me you are at the too different ends of the powerband.....

I find it funny that if you call comp they reccomend the 12-16 split cams...... for L92's If peak power for a dyno is the game then I say go for it.... But when the guy with a split selected based on what is heads are actually doing runs by you, do not be surprised......

P.S... AFR and Trick flows are great heads but I believe the E/I is better and the cams selected whether by actual knowledge or guessing are well taylored in correlation to the E/I:

trick flow CNC 225:
.100 E/I 81%
.200 E/I 81%
.300 E/I 84%
.400 E/I 82%
.500 E/I 79%
.600 E/I 77%

Now this is why a single pattern or cam with a 4* split works well with this head....

 

Hey guys,im about to do a l92 swap also.what ballpark of cam should i be lookin for for a all out grudge car.Its a 02ss with a 13:1 404.It has -2cc pistons in it with a 4.30 gear and a glide.Uses a 400 shot from home also with a 200 on the other end in the eighth.Im gonna use a stock ls3 camaro intake too.It runs mid 5's now just lookin to get more out of this bottom end,thought these heads would flow more and make more power???

 

I'm building a LQ based 415, but might bump the pistons for a 425. I have the WCCH Stg3 L92's. Sub'ing for info on cam specs

DM

 

I'm building a 6.2 and my usual cam guys cannot get a cam core for more then 2 months now....did not expect that problem.

 

Do you think I can get 500 rwhp from a 222/224 112lsa comp. on the l92/ls3 402 stroker set-up. Has anyonyone tried this yet?

 

Not going to happen.

 

Like Kevin said and he should know, not gonna happen. That thing will run out of air real early, I am guessing it will fall over at about 5600-5800 RPM's. It needs to breath.

 

Will this cam even get me close? I want to keep the idle and drivability close to stock but with a lot of torque dow low. Not really looking to rev to 7k, this is strictly a street car.

 

From my experience, the sweet spot for good average power with the L92 heads is 230 to 234 on the intake side. Less than that and you give up power. More than that and you give up drivability and power.

I think to net 500RWHP you're going to need and intake duration in that range. With a good tune, return to idle will be very good but you may have a small fuzzy spot (2-300RPM range) somewhere around 1400-1500RPM even with a good tune.

There's no such thing as a free lunch.

 

I guess I'm gonna give the 230/234 a try..I also sent you a msg on the forum.