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Usually LS2's w CATHEDRAL HEADS have no problems with cams with lifts
of 600 and durations of 230's. The geometrics permit that. On the other hand it is a major factor on LS3's or ls2 w l92 HEADS. There are plenty of posts here on the forum and SPINMONSTER has a nice write up on the subject .
how about a G6X3 with maybe .040 head gaskets instead of stock head gasket to bump up cr a bit for that cam. with Ls2 heads. im just checking cause was thinking of goin that route. does anybody know what the cr would be if doing that?
how about a G6X3 with maybe .040 head gaskets instead of stock head gasket to bump up cr a bit for that cam. with Ls2 heads. im just checking cause was thinking of goin that route. does anybody know what the cr would be if doing that?
I have the G5x3 with .040's and no fly cutting. As I recall 11.4:1 SCR and 8.4 DCR. Dyno and track results in sig. The car is my daily driver.
Your SCR would be the same, though DCR would be different. I'd fathom a guess that DCR would be higher as the cam is on a 111 ICL IIRC. Mine is a 114 ICL.
Here is an excellent post on calculating SCR and DCR that my friend put together.
If you are running any big cam with L92s, you will need to mill them. when you mill them, you decrease PTV. With this, you need to flycut.
The G6x3 is a large/r cam, and PTV will be close, but not out of this world.
When I say advance, Im talking no more than 5*. Retard 2-4*
Keep in mind, that every Degree ICL changes, it changes PTV ~.004 depending on the lobe. I have seen as little as 3.5 thou/degree up to 6 thou per degree.