Check out the NEWEST Summit Pro LS Cams
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The Stage 4 turbo cam SUM-8717 is close on piston to valve clearance with the big 2.165 intake valves. Intake clearance will be .061” on a piston without valve reliefs. The stage 4 is happiest with big displacement, rpm, converter, gear, and a valvetrain happy in the 7500+ range. This may be the cam for you, but can you tell us a little more about your combination and goals?
6.0 ly6
Summit stage 2 turbo cam
Carb blow thru
Upgraded to t6 85/96 vs racing
Th400 4k stall fti turbo converter
3.55 gears on 275 radial.
The Stage 4 turbo cam SUM-8717 is close on piston to valve clearance with the big 2.165 intake valves. Intake clearance will be .061” on a piston without valve reliefs. The stage 4 is happiest with big displacement, rpm, converter, gear, and a valvetrain happy in the 7500+ range. This may be the cam for you, but can you tell us a little more about your combination and goals?
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[QUOTE=SLOW SEDAN;20214938]I've seen your stage 4 work well on a 5.3L at ~7700RPM, holley hi-ram, manual, 3.73 gear, larger turbine turbo. I've spun the stage 2 to ~7,500 with the same 78/75 as the guy below, and 7700+ after I swapped to a much larger turbo. I'm thinking I could use the stage 4 now as well with a manual car, super vic intake, 5.3L, huge turbo.
Thanks for sharing what you’ve seen with the stage 4 and experienced with the stage 2. With the gearing and rpm you're running the stage 4 could help it get to the next level. With the early 59* EVO it would help get a large turbo spooling. The stage 3 turbo cam SUM-8716 would be a good choice as well for a 5.3 turning high rpm with a large turbo. It moves the IVC to 46* ABDC and EVO to 57* BBDC.
Thanks for sharing what you’ve seen with the stage 4 and experienced with the stage 2. With the gearing and rpm you're running the stage 4 could help it get to the next level. With the early 59* EVO it would help get a large turbo spooling. The stage 3 turbo cam SUM-8716 would be a good choice as well for a 5.3 turning high rpm with a large turbo. It moves the IVC to 46* ABDC and EVO to 57* BBDC.
@Summitracing I've got a 1986 Camaro swap going. I got a recommendation to take a look at your Pro LS cams. I'm working with a 4.8 and a 4l60e with a stock Camaro converter (~1800 stall). Would the 8719 be a good option? And would a higher stall converter be recommended? (Maybe a TB conv.?) I'm trying to choose between one of these and BTR's Stage 1 truck cam.
Thanks!
Thanks!
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@Summitracing I've got a 1986 Camaro swap going. I got a recommendation to take a look at your Pro LS cams. I'm working with a 4.8 and a 4l60e with a stock Camaro converter (~1800 stall). Would the 8719 be a good option? And would a higher stall converter be recommended? (Maybe a TB conv.?) I'm trying to choose between one of these and BTR's Stage 1 truck cam.
Thanks!
Thanks!
If you're willing to upgrade the converter we would recommend stepping up to a 3,000+ rpm converter. That would be something like our Pro LS SUM-700340 3,000-3,200 rpm stall converter. Then you could go with the Pro LS Truck stage 2 high-lift SUM-8720. With your combo, this cam, and a 3,000+ converter your Camaro would really get up and moving. This would require an upgraded spring pack from the LS6 springs. PAC 1218's would be a great option. We have those through Trickflow TFS-16918-16.
To help with the install we have a cam swap install kit. That is part number CMB-09-0029. This includes the timing cover gasket, water pump gaskets, oil pump o-rings, LS2 timing chain, valve cover gaskets, and harmonic balancer bolt.
Being stuck in the house has me thinking of trying the summit pro ls stage 4 8709 cam.
Right now I have a tsp 228/232 on 112 in my car. I love the driveability of it, but as always looking for a bit more power.
the engine is a lq4 bored to 4.030 with flat tops, stock stroke. 243 head that were extensively ported, bowl blended, and decked,(forget how much, machine shop said I have a cr of 11.3). I have the tsp pac 660 dual spring kit with titanium retainers, and check trunion upgraded rockers. Also have the cloyes billet, adjustable timing set. This is in a 2002 bmw e39 touring with a t56 and 3.62 lsd. I haven't had it on a dyno yet, and am running wideband o2 with ms3 pro evo for management. Ported fast 92 intake, 92mm warr tb, 1 3/4 mid length headers, true dual 3" exhaust with x-pipe.
will it fit and be a worthwhile upgrade? stage 3? Stick with what I got?
Right now I have a tsp 228/232 on 112 in my car. I love the driveability of it, but as always looking for a bit more power.
the engine is a lq4 bored to 4.030 with flat tops, stock stroke. 243 head that were extensively ported, bowl blended, and decked,(forget how much, machine shop said I have a cr of 11.3). I have the tsp pac 660 dual spring kit with titanium retainers, and check trunion upgraded rockers. Also have the cloyes billet, adjustable timing set. This is in a 2002 bmw e39 touring with a t56 and 3.62 lsd. I haven't had it on a dyno yet, and am running wideband o2 with ms3 pro evo for management. Ported fast 92 intake, 92mm warr tb, 1 3/4 mid length headers, true dual 3" exhaust with x-pipe.
will it fit and be a worthwhile upgrade? stage 3? Stick with what I got?
Last edited by Mentaleeill; Mar 23, 2020 at 06:36 PM.
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The SUM-8712 drop in and the SUM-8719 .550 lift version of that have an intake closing point of 36 degrees. The Tow cam version SUM-8718 is a drop in and has a closing point of 33 degrees to help build compression earlier and will help it pick up another 15-20 ft. lbs. in that off idle range through 2000 rpm and would be our first choice for what you are doing.
2002 Suburban. Fully built 4L60E w/ stock 1650 stall converter. LQ4 6.0L going back in with stock 706 heads for roughly a 10.5:1 CR. Mangnaflow catback, intake/Ypipe/cats stock. A budget DD/tow vehicle, literally don't care about peak hp or torque or if I might "lose" 25 hp at 5500 rpm. I have a race car for that stuff. This this is literally below 4000 rpm 99% of the time and in normal use (albeit heavy load when towing) is basically idle to 3000. Hwy cruise is ~2000 rpm. I want as much VE/torque as possible in this range. The 8718 sounds like the best route?
Last edited by drivinhard; Nov 19, 2020 at 07:32 AM.
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I'm trying to decide between the 8718 or the 8719. I am leaning towards the 8718 but would appreciate your thoughts.
2002 Suburban. Fully built 4L60E w/ stock 1650 stall converter. LQ4 6.0L going back in with stock 706 heads for roughly a 10.5:1 CR. Mangnaflow catback, intake/Ypipe/cats stock. A budget DD/tow vehicle, literally don't care about peak hp or torque or if I might "lose" 25 hp at 5500 rpm. I have a race car for that stuff. This this is literally below 4000 rpm 99% of the time and in normal use (albeit heavy load when towing) is basically idle to 3000. Hwy cruise is ~2000 rpm. I want as much VE/torque as possible in this range. The 8718 sounds like the best route?
2002 Suburban. Fully built 4L60E w/ stock 1650 stall converter. LQ4 6.0L going back in with stock 706 heads for roughly a 10.5:1 CR. Mangnaflow catback, intake/Ypipe/cats stock. A budget DD/tow vehicle, literally don't care about peak hp or torque or if I might "lose" 25 hp at 5500 rpm. I have a race car for that stuff. This this is literally below 4000 rpm 99% of the time and in normal use (albeit heavy load when towing) is basically idle to 3000. Hwy cruise is ~2000 rpm. I want as much VE/torque as possible in this range. The 8718 sounds like the best route?
You should also consider a mild converter like Circle D's GM 300mm HP (1800-2000rpm). Even a bone stock LQ4 can benefit from one.
And if torque is your goal, long tube headers would really help. If you want to save money, keep the stock catback and just run a Magnaflow or Borla muffler. The stock system with a better muffler is more than adequate for your goals.
Last edited by 68Formula; Nov 19, 2020 at 08:48 AM.
I'll be interested in what Summit says, but I think with your compression ratio and displacement I'd go with the 8719. With the other, you're going to have too much dynamic compression for pump gas especially with heavy loads. If you were running a 5.3L and/or 9.5:1 compression than the 8718 would be a better choice for what you described.
You should also consider a mild converter like Circle D's GM 300mm HP (1800-2000rpm). Even a bone stock LQ4 can benefit from one.
And if torque is your goal, long tube headers would really help. If you want to save money, keep the stock catback and just run a Magnaflow or Borla muffler. The stock system with a better muffler is more than adequate for your goals.
You should also consider a mild converter like Circle D's GM 300mm HP (1800-2000rpm). Even a bone stock LQ4 can benefit from one.
And if torque is your goal, long tube headers would really help. If you want to save money, keep the stock catback and just run a Magnaflow or Borla muffler. The stock system with a better muffler is more than adequate for your goals.
I was going to use the 706 heads because I have a good set, I like the compression bump and I like the small intake valve for good velocity. I also have a good set of 241, I think the CR would be about 10:1 on on the LQ4. It's obviously got the bigger 2" valve.
Seems to be a few reviews on the summit site for people that have done 706 heads on a LQ4 along with their truck cams.
Agree on the LT's, but that would be down the line. Trying to just use what I have for now, not spend a ton, and get the most low end for the $$.
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Yeah 10-4 on the converter, I thought about going that route, but the TC that's hooked up to the 6.0L is nearly brand new along with the 4L60 so I was trying to run as is for budget.
I was going to use the 706 heads because I have a good set, I like the compression bump and I like the small intake valve for good velocity. I also have a good set of 241, I think the CR would be about 10:1 on on the LQ4. It's obviously got the bigger 2" valve.
Seems to be a few reviews on the summit site for people that have done 706 heads on a LQ4 along with their truck cams.
Agree on the LT's, but that would be down the line. Trying to just use what I have for now, not spend a ton, and get the most low end for the $$.
I was going to use the 706 heads because I have a good set, I like the compression bump and I like the small intake valve for good velocity. I also have a good set of 241, I think the CR would be about 10:1 on on the LQ4. It's obviously got the bigger 2" valve.
Seems to be a few reviews on the summit site for people that have done 706 heads on a LQ4 along with their truck cams.
Agree on the LT's, but that would be down the line. Trying to just use what I have for now, not spend a ton, and get the most low end for the $$.
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In that case, you can probably get away with the 706/8718 combo. It'll make a lot of low-end. Like I said, don't waste money on a catback, just get an efficient muffler (the Borlas and Magnaflows are some of the most efficient).
Last edited by 68Formula; Nov 29, 2020 at 10:43 AM.
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Sorry for the late response drivinhard. Thanks for the assist 68Formula.
We agree with 68Formula. As long as you use 93 we're comfortable with the SUM-8718 cam and the 10.5:1 compression. You'll have that low-end torque/grunt you're after with this combo. The added compression alone will boost performance across the range.
Being a "drop-in" cam this will work with stock springs. LS6 springs will provide added insurance and are budget-friendly. We have our own LS6 style beehive springs SUM-174002. These are good for up to .550" lift.
We agree with 68Formula. As long as you use 93 we're comfortable with the SUM-8718 cam and the 10.5:1 compression. You'll have that low-end torque/grunt you're after with this combo. The added compression alone will boost performance across the range.
Being a "drop-in" cam this will work with stock springs. LS6 springs will provide added insurance and are budget-friendly. We have our own LS6 style beehive springs SUM-174002. These are good for up to .550" lift.
Sorry for the late response drivinhard. Thanks for the assist 68Formula.
We agree with 68Formula. As long as you use 93 we're comfortable with the SUM-8718 cam and the 10.5:1 compression. You'll have that low-end torque/grunt you're after with this combo. The added compression alone will boost performance across the range.
Being a "drop-in" cam this will work with stock springs. LS6 springs will provide added insurance and are budget-friendly. We have our own LS6 style beehive springs SUM-174002. These are good for up to .550" lift.
We agree with 68Formula. As long as you use 93 we're comfortable with the SUM-8718 cam and the 10.5:1 compression. You'll have that low-end torque/grunt you're after with this combo. The added compression alone will boost performance across the range.
Being a "drop-in" cam this will work with stock springs. LS6 springs will provide added insurance and are budget-friendly. We have our own LS6 style beehive springs SUM-174002. These are good for up to .550" lift.
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I know it's designed for a single turbo, but how well would that Stage 4 237/234 cam do in a naturally aspirated 6.2L with heads that have a really high exhaust ratio (like 80+%)?
Turbo will probably come later, but until then, what do you think the cam will do N/A?
Turbo will probably come later, but until then, what do you think the cam will do N/A?