Picked up a TSP Cam, Cam Help
Melting Slicks
Joined: Nov 2007
Posts: 3,092
Likes: 29
From: Federal Way WA
You may not need the clutch for a while. You might be one of the lucky ones who it lasts for. I would just be ready for it. Also cam only usually puts the stock injectors around 90-95%. Can you get away with that yes but it's cheap insurance to at least get some svo 30's. Thats what I have and they work just fine at my power. For heads I say tfs220 as cast heads milled down a bit. Or 243 ported by Advanced Inductions or RPM motors her by me in CA. The tfs heads need roller rockers or the shim kit for the stock rockers. A full top end with that cam should go 450-475whp and good torque.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
Yeah, I would agree that the dyno was having a good day. But it was tuned by one of the best back in the day (Ed Wright). And I do remember my injectors being very close to the edge. My stock ZO6 clutch did just fine but it only had 25k on it.
I did a little searching and my dyno numbers are not that far off of other v3 cam only (bolt ons) numbers with LS6 manifold 243 setups. But they could be a little high, I do agree with that.
And about the heads.....do your homework. There are some very good "bang for the buck" heads out there.
Thanks......
I did a little searching and my dyno numbers are not that far off of other v3 cam only (bolt ons) numbers with LS6 manifold 243 setups. But they could be a little high, I do agree with that.
And about the heads.....do your homework. There are some very good "bang for the buck" heads out there.
Thanks......
Melting Slicks
Joined: Nov 2007
Posts: 3,092
Likes: 29
From: Federal Way WA
Yeah, I would agree that the dyno was having a good day. But it was tuned by one of the best back in the day (Ed Wright). And I do remember my injectors being very close to the edge. My stock ZO6 clutch did just fine but it only had 25k on it.
I did a little searching and my dyno numbers are not that far off of other v3 cam only (bolt ons) numbers with LS6 manifold 243 setups. But they could be a little high, I do agree with that.
And about the heads.....do your homework. There are some very good "bang for the buck" heads out there.
Thanks......
I did a little searching and my dyno numbers are not that far off of other v3 cam only (bolt ons) numbers with LS6 manifold 243 setups. But they could be a little high, I do agree with that.
And about the heads.....do your homework. There are some very good "bang for the buck" heads out there.
Thanks......
Stock injectors are funny that way some people can make 440-450 with them other max out at 410.
For the clutch that really depends like you said how many miles, tires and type of driving all go into that.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
Before you drop any money on heads just call and talk to these two guys about options. Very nice guys and super sharp as well. Truely masters of there craft.
330-634-2155
704-918-5526
Neither with BS you....
Thanks....ask them to compare heads with the setup your wanting to do.
330-634-2155
704-918-5526
Neither with BS you....
Thanks....ask them to compare heads with the setup your wanting to do.
Melting Slicks
Joined: Nov 2007
Posts: 3,092
Likes: 29
From: Federal Way WA
Budget heads. under $1500
TSP stg 1 243
TSP stg 2.5 5.3
TSP stg 2.5 243
TEA ported 243
AI ported 243
RPM ported 243
Kinda budget under $2000
TFS 220 AS cast
Not so budget over $2000
AFR 205's
tfs 215's
PRC 215's
Also LS1 tech always has good heads popping up for sale all the time in the classifieds. If you ever need any help PM me I just did my H/C/I this year.
TSP stg 1 243
TSP stg 2.5 5.3
TSP stg 2.5 243
TEA ported 243
AI ported 243
RPM ported 243
Kinda budget under $2000
TFS 220 AS cast
Not so budget over $2000
AFR 205's
tfs 215's
PRC 215's
Also LS1 tech always has good heads popping up for sale all the time in the classifieds. If you ever need any help PM me I just did my H/C/I this year.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
Yeah, I agree. Probably 10 big across the board. 431/401 is more realistic but it was a dyno jet in december...40's for a high here in OK are common that time of year. 6 speed, 3.42's and some hard nittos.
The point is the v3 cam is a killer cam only or h/c choice. The draw back is the LSK/XER lobes. Very agressive and hard on parts. At the time mine was just a weekend car so I never killed the valve springs.
Good luck with the project...
Thanks....
The point is the v3 cam is a killer cam only or h/c choice. The draw back is the LSK/XER lobes. Very agressive and hard on parts. At the time mine was just a weekend car so I never killed the valve springs.
Good luck with the project...
Thanks....
Melting Slicks
Joined: Nov 2007
Posts: 3,092
Likes: 29
From: Federal Way WA
Yea sounds about right. That cold temp deff helps. I think it was closer to 80 when i dyno'd my headers and cats are probably holding me back and ****** cali gas! The v3 has always been a solid cam and one of my favorites. Yea for a weekend ride it's a nasty cam!
To the OP keep reading up in here and LS1 tech for more info the more info you have the better when putting together your car!
To the OP keep reading up in here and LS1 tech for more info the more info you have the better when putting together your car!
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Le Mans Master
Joined: Dec 2005
Posts: 8,584
Likes: 972
From: Communist Colorado
I ran that cam with PRC .675's and Ti retainer $375. Full bolt ons (long tubes, xpipe, no cats, ZO6 Ti exhaust, 160 tstat, ud pulley and Vararam) it made 441/411 iirc.
This was on a '04 ZO6...not sure what your putting it in. Ran it for three summer and not a single problem. Idle was about 850 and it thumped. For a cam only setup it sure suprised a lot of people.
Thanks....FYI, check the base circle....iirc 7.450 was my push rod length.
This was on a '04 ZO6...not sure what your putting it in. Ran it for three summer and not a single problem. Idle was about 850 and it thumped. For a cam only setup it sure suprised a lot of people.
Thanks....FYI, check the base circle....iirc 7.450 was my push rod length.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
Did you dyno it in the great state of Co ?? 5000+ elevation and thats not taking into consideration of the DA.
TRP is at 623ft if that helps for comparison.
Dyno'ed stock 363...so from 441=78hp. Like I said in post #27, its probably 10ish high puts it in the 65horsepower gain for pulley, tune, vararam, LT's, x-pipe no-cats and a very aggressive cam. On a cold december day, probably in the 40's with a "actual" elevation of 650ish ft. I would gyess the DA to be in the -300ft range. And yes it makes a huge difference.
FYI, Dyno numbers mean absolutly 0. As you probably know, the v3 was a revised cam of the v2. So why would you expect similar numbers ??
Whats the ABDC on the v2 ??
Thanks....
TRP is at 623ft if that helps for comparison.
Dyno'ed stock 363...so from 441=78hp. Like I said in post #27, its probably 10ish high puts it in the 65horsepower gain for pulley, tune, vararam, LT's, x-pipe no-cats and a very aggressive cam. On a cold december day, probably in the 40's with a "actual" elevation of 650ish ft. I would gyess the DA to be in the -300ft range. And yes it makes a huge difference.
FYI, Dyno numbers mean absolutly 0. As you probably know, the v3 was a revised cam of the v2. So why would you expect similar numbers ??
Whats the ABDC on the v2 ??
Thanks....
Last edited by LSOHOLIC; Aug 13, 2011 at 06:58 PM.
Le Mans Master
Joined: Dec 2005
Posts: 8,584
Likes: 972
From: Communist Colorado
Yes dyno was done in Denver, numbers are corrected. Cam specs are
232/234 598/598 114 lsa
I also have hi flow cats and a Halltech Venom CAI 25% UD pulley
I wouldnt expect similar results, just a little closer.
232/234 598/598 114 lsa
I also have hi flow cats and a Halltech Venom CAI 25% UD pulley
I wouldnt expect similar results, just a little closer.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
SAE or STD ??
Intake ABDC ?? was going to figure your DCR. Thinking some of the difference lies there. Also what lobes did the v2 have ??
Thanks.....if anyone is interested I can link about 4 or 5 v3 cam only dyno results to show they have always been in the 425-435 range.
A bolt on Z will pull 385-395 range and add a aggresive cam with a competent tuner will pull another 30-40 horse. It really does not seem that hard to understand.
Thanks.....a dyno is just a tuning tool....
Intake ABDC ?? was going to figure your DCR. Thinking some of the difference lies there. Also what lobes did the v2 have ??
Thanks.....if anyone is interested I can link about 4 or 5 v3 cam only dyno results to show they have always been in the 425-435 range.
A bolt on Z will pull 385-395 range and add a aggresive cam with a competent tuner will pull another 30-40 horse. It really does not seem that hard to understand.
Thanks.....a dyno is just a tuning tool....
Le Mans Master
Joined: Dec 2005
Posts: 8,584
Likes: 972
From: Communist Colorado
SAE or STD ??
Intake ABDC ?? was going to figure your DCR. Thinking some of the difference lies there. Also what lobes did the v2 have ??
Thanks.....if anyone is interested I can link about 4 or 5 v3 cam only dyno results to show they have always been in the 425-435 range.
A bolt on Z will pull 385-395 range and add a aggresive cam with a competent tuner will pull another 30-40 horse. It really does not seem that hard to understand.
Thanks.....a dyno is just a tuning tool....
Intake ABDC ?? was going to figure your DCR. Thinking some of the difference lies there. Also what lobes did the v2 have ??
Thanks.....if anyone is interested I can link about 4 or 5 v3 cam only dyno results to show they have always been in the 425-435 range.
A bolt on Z will pull 385-395 range and add a aggresive cam with a competent tuner will pull another 30-40 horse. It really does not seem that hard to understand.
Thanks.....a dyno is just a tuning tool....
I was going off memory on the specs and was incorrect on the gross intake lift, it should be .595
(SAE corrected)
Valve Timing @.050 Intake open 5* BTDC Close 47* ABDC
Exhaust open 54* BBDC Close 0* ATDC
Lobe lift specs Intake .3500 Exhaust .3520
I think they are XER lobes...not 100% on that..
And yes, I am fully aware that a dynamometer is a tuning tool. My original post was not meant in an accusatory tone, if anything, I was commending you on your gains and showing some disappointment in mine.
Last edited by 81c3; Aug 14, 2011 at 10:13 AM.
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
I didn't take it hostile. Look up Ed Wright and see how competent of a tuner he is...holds the record for N/A LT1 car in the quarter mile (been in GM HIGH TECH several times). Thats where my comment "use to be one of the best" came from.
But in the last two or three years there have been leaps and bounds in the tuning arena along with a bunch of competent young guns running the software. So back when this v3 was tuned he was very well reguarded in the tuning circle.
About the differences in the cams.....I'm on a 111 and you are on a 114. Which has effects of exactly what the dyno showed...narrower (111) LSA=a gain in cylinder pressure, a peakier torque curve and more torque.
A wider LSA=a lose in cyinder pressure, flatter torque curve and less peak torque but it hangs on longer.
I did the DCR calc and the ABDC difference of 44 to 47 along with the LSA difference comes out to 0.139 DCR. So a little more compression with the v3 (9.509 to 9.370).
And yes the v2 is XER intake and exhaust while the v3 is LSK intake and XER exhaust.
Thanks....
But in the last two or three years there have been leaps and bounds in the tuning arena along with a bunch of competent young guns running the software. So back when this v3 was tuned he was very well reguarded in the tuning circle.
About the differences in the cams.....I'm on a 111 and you are on a 114. Which has effects of exactly what the dyno showed...narrower (111) LSA=a gain in cylinder pressure, a peakier torque curve and more torque.
A wider LSA=a lose in cyinder pressure, flatter torque curve and less peak torque but it hangs on longer.
I did the DCR calc and the ABDC difference of 44 to 47 along with the LSA difference comes out to 0.139 DCR. So a little more compression with the v3 (9.509 to 9.370).
And yes the v2 is XER intake and exhaust while the v3 is LSK intake and XER exhaust.
Thanks....
Last edited by LSOHOLIC; Aug 14, 2011 at 02:32 PM.
Le Mans Master
Joined: Dec 2005
Posts: 8,584
Likes: 972
From: Communist Colorado
I didn't take it hostile. Look up Ed Wright and see how competent of a tuner he is...holds the record for N/A LT1 car in the quarter mile (been in GM HIGH TECH several times). Thats where my comment "use to be one of the best" came from.
But in the last two or three years there have been leaps and bounds in the tuning arena along with a bunch of competent young guns running the software. So back when this v3 was tuned he was very well reguarded in the tuning circle.
About the differences in the cams.....I'm on a 111 and you are on a 114. Which has effects of exactly what the dyno showed...narrower (111) LSA=a gain in cylinder pressure, a peakier torque curve and more torque.
A wider LSA=a lose in cyinder pressure, flatter torque curve and less peak torque but it hangs on longer.
I did the DCR calc and the ABDC difference of 44 to 47 along with the LSA difference comes out to 0.139 DCR. So a little more compression with the v3 (9.509 to 9.370).
And yes the v2 is XER intake and exhaust while the v3 is LSK intake and XER exhaust.
Thanks....
But in the last two or three years there have been leaps and bounds in the tuning arena along with a bunch of competent young guns running the software. So back when this v3 was tuned he was very well reguarded in the tuning circle.
About the differences in the cams.....I'm on a 111 and you are on a 114. Which has effects of exactly what the dyno showed...narrower (111) LSA=a gain in cylinder pressure, a peakier torque curve and more torque.
A wider LSA=a lose in cyinder pressure, flatter torque curve and less peak torque but it hangs on longer.
I did the DCR calc and the ABDC difference of 44 to 47 along with the LSA difference comes out to 0.139 DCR. So a little more compression with the v3 (9.509 to 9.370).
And yes the v2 is XER intake and exhaust while the v3 is LSK intake and XER exhaust.
Thanks....
Le Mans Master
Joined: Dec 2005
Posts: 8,584
Likes: 972
From: Communist Colorado
[QUOTE=I did the DCR calc and the ABDC difference of 44 to 47 along with the LSA difference comes out to 0.139 DCR. So a little more compression with the v3 (9.509 to 9.370).
Thanks....[/QUOTE]
Just looking a this again, would this equation be only during valve overlap? ....the compression of an LS6 is 10.5:1 is why I ask...
Thanks....[/QUOTE]
Just looking a this again, would this equation be only during valve overlap? ....the compression of an LS6 is 10.5:1 is why I ask...
Melting Slicks
Joined: Nov 2009
Posts: 2,536
Likes: 15
Hahaaaa.....Yes sir, a 2 piece cover is a must !! I fn hate pulling the damn balancer and rack every time and the worst is the steering shaft and hydo lines. Especially after everythings been out before and LOCTITED back in !!
I went with a 2 piece cover and wish I would have done it 2 years ago
.
Thanks....here are the two links that I used....http://angryengineer.blogspot.com/20...ion-ratio.html
http://www.kb-silvolite.com/calc.php?action=comp
When using the formula from the second link, if the numbers you plug in are correct the SCR should come out to 10.493 and then below that is where your DCR is calc'ed.
Thanks....
I went with a 2 piece cover and wish I would have done it 2 years ago
.Thanks....here are the two links that I used....http://angryengineer.blogspot.com/20...ion-ratio.html
http://www.kb-silvolite.com/calc.php?action=comp
When using the formula from the second link, if the numbers you plug in are correct the SCR should come out to 10.493 and then below that is where your DCR is calc'ed.
Thanks....
Last edited by LSOHOLIC; Aug 14, 2011 at 04:46 PM.
