Cam Education
10-18-2011, 10:22 AM
#1
Advanced
Thread Starter
Cam Education (cam vendor input welcome)
I couldn't find an generic "Camshafts 101" on this site, so I thought I'd post something. Please add your thoughts/concerns/corrections/etc.
Maybe this info will be helpful for people looking to add mods, but are less mechanically inclined (like me). I just liked the article because it is more educational than "marketing spin."
(Mods: if a page like this exists elsewhere, please feel free to delete)
Maybe this info will be helpful for people looking to add mods, but are less mechanically inclined (like me). I just liked the article because it is more educational than "marketing spin."
(Mods: if a page like this exists elsewhere, please feel free to delete)
(taken from http://www.lunatipower.com/Tech/Cams/CamSpecTerms.aspx)
Understanding Camshaft Specifications
LIFT
Lift refers to maximum valve lift. This is how much the valve is "lifted" off its seat at the cam lobe’s highest point.
How is it measured?
Valve Lift is the amount (usually in inches) that the valve is lifted off of its seat. It is usually measured with a dial indicator at the tip of the valve. Lobe Lift is the amount (usually in inches) that the cam lobe increases in radius above the cam base circle.
Tip: To quickly find maximum lobe lift, measure the base circle of the cam and subtract it from the thickness across the cam lobe’s highest point (see the diagram below).
Tip: Maximum valve lift can be calculated by multiplying the maximum lobe lift times the rocker ratio. For example, a 0.310" lobe lift cam yields 0.496" of valve lift when using a 1.6 ratio rocker arm.
Formula: valve lift = lobe lift x rocker ratio
What does it do?
The intake and exhaust valves need to open to let air/fuel in and exhaust out of the cylinders. Generally, opening the valves quicker and further will increase engine output. Increasing valve lift, without increasing duration, can yield more power without much change to the nature of the power curve. However, an increase in valve lift almost always is accompanied by an increase in duration. This is because ramps are limited in their shape which is directly related to the type of lifters being used, such as flat or roller.
DURATION
Duration is the angle in crankshaft degrees that the valve stays off its seat during the lifting cycle of the cam lobe.
How is it measured?
Advertised duration is the angle in crankshaft degrees that the cam follower is lifted more than a predetermined amount (the SAE standard is 0.006") off of its seat. Duration @.050" is a measurement of the movement the cam follower, in crankshaft degrees, from the point where it’s first lifted .050" off the base circle on the opening ramp side of the camshaft lobe, to the point where it ends up being .050" from the base circle on the closing ramp side of the camshaft lobe. This is the industry standard, and is a good value to use to compare cams from different manufacturers. Both are usually measured with a dial indicator and a degree wheel.
What does it do?
Increasing duration keeps the valve open longer, and can increase high-rpm power. Doing so increases the RPM range that the engine produces power. Increasing duration without a change in lobe separation angle will result in increased valve overlap.
LOBE SEPARATION
Lobe separation is the angle in camshaft degrees between the maximum lift points of the intake and exhaust valves. It is the result of the placement of the intake and exhaust lobes on the camshaft.
How is it measured?
Lobe separation can be measured using a dial indicator and a degree wheel, but is usually calculated by dividing the sum of the intake centerline and the exhaust centerline by two.
What does it do?
Lobe separation affects valve overlap, which affects the nature of the power curve, idle quality, idle vacuum, etc.
OVERLAP
Overlap is the angle in crankshaft degrees that both the intake and exhaust valves are open. This occurs at the end of the exhaust stroke and the beginning of the intake stroke. Increasing lift duration and/or decreasing lobe separation increases overlap.
How is it measured?
Overlap can be calculated by adding the exhaust closing and the intake opening points. For example, a cam with an exhaust closing at 4 degrees ATDC and an intake opening of 8 degrees BTDC has 12 degrees of overlap.
But keep in mind that since these timing figures are at 0.050" of valve lift, this therefore is overlap at 0.050". A better way to think about overlap is the area that both lift curves overlap, rather than just the crankshaft angle that both valves are open. Therefore, one can see that decreasing the lobe separation only a few degrees can have a huge effect on overlap area.
What does it do?
At high engine speeds, overlap allows the rush of exhaust gasses out the exhaust valve to help pull the fresh air/fuel mixture into the cylinder through the intake valve. Increased engine speed enhances the effect. Increasing overlap increases top-end power and reduces low-speed power and idle quality.
CENTERLINES
The intake centerline is the point of highest lift on the intake lobe. It is expressed in crankshaft degrees after top dead center (ATDC). Likewise the exhaust centerline is the point of highest lift on the exhaust lobe. It is expressed in crankshaft degrees before top dead center (BTDC). The cam centerline is the point halfway between the intake and exhaust centerlines.
ADVANCE/RETARD
Advancing or retarding the camshaft moves the engine’s torque band around the RPM scale by moving the valve events further ahead or behind the movement of the piston. Typically, a racer will experiment with advancing or retarding a cam from "straight up" and see what works best for their application. Lunati camshafts are ground to provide maximum performance and are designed to be installed to the specifications listed on the cam card.
How is it measured?
A cam with a 107 degrees intake lobe centerline will actually be centered at 103 degrees ATDC when installed 4 degrees advanced.
Most Lunati camshafts have a certain amount of advance ground in. "Ground-in advance" can also be found by subtracting the intake lobe centerline from the lobe separation.
What does it do?
Advance improves low-end power and response. For a general summary of the affects of camshaft timing, refer to the following tables:
Advance
begins intake event sooner
opens intake valve sooner
builds more low-end torque
decreases piston-to-intake-valve clearance
increases piston-to-exhaust-valve clearance
Retard
delays intake event
opens intake valve later
builds more high-end power
increases piston-to-intake-valve clearance
decreases piston-to-exhaust-valve clearance
Understanding Camshaft Specifications
LIFT
Lift refers to maximum valve lift. This is how much the valve is "lifted" off its seat at the cam lobe’s highest point.
How is it measured?
Valve Lift is the amount (usually in inches) that the valve is lifted off of its seat. It is usually measured with a dial indicator at the tip of the valve. Lobe Lift is the amount (usually in inches) that the cam lobe increases in radius above the cam base circle.
Tip: To quickly find maximum lobe lift, measure the base circle of the cam and subtract it from the thickness across the cam lobe’s highest point (see the diagram below).
Tip: Maximum valve lift can be calculated by multiplying the maximum lobe lift times the rocker ratio. For example, a 0.310" lobe lift cam yields 0.496" of valve lift when using a 1.6 ratio rocker arm.
Formula: valve lift = lobe lift x rocker ratio
What does it do?
The intake and exhaust valves need to open to let air/fuel in and exhaust out of the cylinders. Generally, opening the valves quicker and further will increase engine output. Increasing valve lift, without increasing duration, can yield more power without much change to the nature of the power curve. However, an increase in valve lift almost always is accompanied by an increase in duration. This is because ramps are limited in their shape which is directly related to the type of lifters being used, such as flat or roller.
DURATION
Duration is the angle in crankshaft degrees that the valve stays off its seat during the lifting cycle of the cam lobe.
How is it measured?
Advertised duration is the angle in crankshaft degrees that the cam follower is lifted more than a predetermined amount (the SAE standard is 0.006") off of its seat. Duration @.050" is a measurement of the movement the cam follower, in crankshaft degrees, from the point where it’s first lifted .050" off the base circle on the opening ramp side of the camshaft lobe, to the point where it ends up being .050" from the base circle on the closing ramp side of the camshaft lobe. This is the industry standard, and is a good value to use to compare cams from different manufacturers. Both are usually measured with a dial indicator and a degree wheel.
What does it do?
Increasing duration keeps the valve open longer, and can increase high-rpm power. Doing so increases the RPM range that the engine produces power. Increasing duration without a change in lobe separation angle will result in increased valve overlap.
LOBE SEPARATION
Lobe separation is the angle in camshaft degrees between the maximum lift points of the intake and exhaust valves. It is the result of the placement of the intake and exhaust lobes on the camshaft.
How is it measured?
Lobe separation can be measured using a dial indicator and a degree wheel, but is usually calculated by dividing the sum of the intake centerline and the exhaust centerline by two.
What does it do?
Lobe separation affects valve overlap, which affects the nature of the power curve, idle quality, idle vacuum, etc.
OVERLAP
Overlap is the angle in crankshaft degrees that both the intake and exhaust valves are open. This occurs at the end of the exhaust stroke and the beginning of the intake stroke. Increasing lift duration and/or decreasing lobe separation increases overlap.
How is it measured?
Overlap can be calculated by adding the exhaust closing and the intake opening points. For example, a cam with an exhaust closing at 4 degrees ATDC and an intake opening of 8 degrees BTDC has 12 degrees of overlap.
But keep in mind that since these timing figures are at 0.050" of valve lift, this therefore is overlap at 0.050". A better way to think about overlap is the area that both lift curves overlap, rather than just the crankshaft angle that both valves are open. Therefore, one can see that decreasing the lobe separation only a few degrees can have a huge effect on overlap area.
What does it do?
At high engine speeds, overlap allows the rush of exhaust gasses out the exhaust valve to help pull the fresh air/fuel mixture into the cylinder through the intake valve. Increased engine speed enhances the effect. Increasing overlap increases top-end power and reduces low-speed power and idle quality.
CENTERLINES
The intake centerline is the point of highest lift on the intake lobe. It is expressed in crankshaft degrees after top dead center (ATDC). Likewise the exhaust centerline is the point of highest lift on the exhaust lobe. It is expressed in crankshaft degrees before top dead center (BTDC). The cam centerline is the point halfway between the intake and exhaust centerlines.
ADVANCE/RETARD
Advancing or retarding the camshaft moves the engine’s torque band around the RPM scale by moving the valve events further ahead or behind the movement of the piston. Typically, a racer will experiment with advancing or retarding a cam from "straight up" and see what works best for their application. Lunati camshafts are ground to provide maximum performance and are designed to be installed to the specifications listed on the cam card.
How is it measured?
A cam with a 107 degrees intake lobe centerline will actually be centered at 103 degrees ATDC when installed 4 degrees advanced.
Most Lunati camshafts have a certain amount of advance ground in. "Ground-in advance" can also be found by subtracting the intake lobe centerline from the lobe separation.
What does it do?
Advance improves low-end power and response. For a general summary of the affects of camshaft timing, refer to the following tables:
Advance
begins intake event sooner
opens intake valve sooner
builds more low-end torque
decreases piston-to-intake-valve clearance
increases piston-to-exhaust-valve clearance
Retard
delays intake event
opens intake valve later
builds more high-end power
increases piston-to-intake-valve clearance
decreases piston-to-exhaust-valve clearance
Last edited by vetteflip; 10-18-2011 at 10:49 AM. Reason: Solicit more input
10-19-2011, 01:24 PM
#5
Advanced
Member Since: Oct 2009
Location: Decatur Indiana
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Lingenfelter Cam options
With cam design, there are a lot of different perspectives depending on who you consult with. Cylinder head design, port volumes, valve sizing, port velocity, compression ratio, the weight of the vehicle, CID of the engine, how the engine will be used, gear ratios, fuel used, where it is degreed, and nearly the entire engine combination will give you a huge variety of results with any given camshaft. Top that off with supercharging, turbocharging, nitrous oxide, the list keeps going on and on with all of the variables that come into designing and using different cam grinds.
In regards to our perspective when choosing a camshaft, we take in to consideration literally everything above, as well as extensive testing in house on our engine dynamometer. (You should see all the grinds in the R&D department we have that didn't make the cut!)
The first 4 LPE grinds listed below are designed around some given variables, such as 93 octane pump gas, factory manifolds and catalyst, excellent street manners and near stock like drivability. These are a few of our package grinds and a little info on applications we like to go with.
GT2-3 - 207/220 .573/.580 118.5 CL (PN L210085297). This cam has been a tried and true cam for a number of applications. A variety of magazines had done articles on this particular cam. This cam has been a real user friendly cam that when installed, really didn't require any tuning. One test by Car Craft Magazine, when installed in a 5.3L truck engine made an additional 25 HP over stock with no tuning. Optimized tuning reported even better gains. This used to be our heads and cam package cam until the GT11 cam to be our latest choice. The GT 2-3 has also been used in turbocharged and supercharged applications with exceptional results. Another nice attribute to the GT 2-3 is that it didn't require an expensive spring package that would add more cost to what you were building. Another big plus with the GT 2-3, is that it produces some of the strongest torque curves to date. With the idle this cam provides it would take a pretty keen ear to tell it wasn't stock.
GT11 - 215/231 .629/.643 118 CL (PN L210065297). This cam has stemmed from a few different generations of GT cams. Typically we choose this cam for LS1/LS2/LS3 applications that are naturally aspirated. This cam drives like a stocker, and when matched with our ported cylinder heads, give you a really nice combination and very high averages across the curve. This cam has also been used in 383, 403, 417, 427 engine packages and has also fit the bill in a few supercharged packages and performed very well.
GT9 - 215/247 .629/.656 121 CL (PN L210150309). This cam is definitely our choice for a big displacement supercharged application such as the TVS2300. The GT9 has been used in racing applications as well as street car applications. This cam has definitely proven itself in both scenarios. We use this in our LS9 750 HP ZR1 package, our 700+ LSA packages, Magunson and Edelbrock supercharged heads and cam packages to name a few. It has a nice little bite to the idle, but not so much that it sounds like a choppy race car. Strong all the way through the curve. This cam does well with factory manifolds/cats or long tube headers.
GT7 - 208/230 .554/.546 121 CL (PN L210095297). With the release of LPE turbocharging LS1 engines in the early 2000s, this cam was LPE’s proprietary camshaft for use with turbocharged applications for the 346 and 427 LS engines. This cam has also done double duty in several supercharged engines. We used this cam up until the release of the LS9 ZR1 factory cam (211/230 .558/.552 122.5 CL) which has become our replacement cam in turbocharged street applications. Because of this, of course the GT7 has been discontinued.
The next few grinds are based on using 93 octane and long tube headers.
GT1-1 - 229/242 .629/.629 114.5 CL (PN L210075297). The GT1-1 was a cam derived from a test cam that provided the more radical sound customers wanted. We had early on used this cam in some of our H/C packages that were coupled with a set of headers which would produce 500HP on a 346 LS1 combination. You wouldn't want to use this cam with factory manifolds/cats. It’s a little temperamental with drivability, as lower RPM efficiency isn't as good as some of our other cams. This cam also requires a little more tuning in regards to the idle quality / tuning due to the larger durations and 114.5 CL. This cam will need a little looser torque converter, or slipping the clutch a little more to get the vehicle moving. It’s definitely an intimidating cam, but most of the efficiency range is mid to higher RPM and this cam really makes some nice power with a set of ported heads.
The next 3 grinds are LS7/427 based Z06 package cams which utilize 1.8 factory rockers. These are also used in conjunction with long tube headers/high flow catalyst combinations on 93 octane.
GT17 - 228/232 .623/.630 112 CL (PN L210106006). this was one of our early grinds that we used in our 616 HP Z06 package. This cam still remains popular as you won’t need an expensive valve spring combination, and it still makes very respectable power numbers.
GT19 - 227/239 .677/.688 114 CL (PN L210116006). This is a second generation package cam that we are currently using to date. It is in our 616 HP Z06 package as well as our 630 HP Z06 package. The main difference is we run our Lingenfelter CNC program through the factory LS7 cylinder head castings and raise the compression ratio slightly. This cam produces a little bit of a bump to the idle quality, but still carries very good drivability. You will need a killer valve spring/retainer setup to support the lift this cam requires, such as Lingenfelters PN L230036006
GT21 - 243/259 .691/.702 112 CL (PN L210146006). The GT21 is our cam of choice for our 660 HP Z06 package. This cam is not for the weak hearted! This is a radical thumping grind that sacrifices drivability, at the gain of peak power. It has literally become famous for its aggressive characteristics, and many of our customers love it. You will literally shake in the car while it is running! Normally we don’t advise this cam when drivability is a concern. We also require the L230036006 spring kit when running this camshaft.
In regards to our perspective when choosing a camshaft, we take in to consideration literally everything above, as well as extensive testing in house on our engine dynamometer. (You should see all the grinds in the R&D department we have that didn't make the cut!)
The first 4 LPE grinds listed below are designed around some given variables, such as 93 octane pump gas, factory manifolds and catalyst, excellent street manners and near stock like drivability. These are a few of our package grinds and a little info on applications we like to go with.
GT2-3 - 207/220 .573/.580 118.5 CL (PN L210085297). This cam has been a tried and true cam for a number of applications. A variety of magazines had done articles on this particular cam. This cam has been a real user friendly cam that when installed, really didn't require any tuning. One test by Car Craft Magazine, when installed in a 5.3L truck engine made an additional 25 HP over stock with no tuning. Optimized tuning reported even better gains. This used to be our heads and cam package cam until the GT11 cam to be our latest choice. The GT 2-3 has also been used in turbocharged and supercharged applications with exceptional results. Another nice attribute to the GT 2-3 is that it didn't require an expensive spring package that would add more cost to what you were building. Another big plus with the GT 2-3, is that it produces some of the strongest torque curves to date. With the idle this cam provides it would take a pretty keen ear to tell it wasn't stock.
GT11 - 215/231 .629/.643 118 CL (PN L210065297). This cam has stemmed from a few different generations of GT cams. Typically we choose this cam for LS1/LS2/LS3 applications that are naturally aspirated. This cam drives like a stocker, and when matched with our ported cylinder heads, give you a really nice combination and very high averages across the curve. This cam has also been used in 383, 403, 417, 427 engine packages and has also fit the bill in a few supercharged packages and performed very well.
GT9 - 215/247 .629/.656 121 CL (PN L210150309). This cam is definitely our choice for a big displacement supercharged application such as the TVS2300. The GT9 has been used in racing applications as well as street car applications. This cam has definitely proven itself in both scenarios. We use this in our LS9 750 HP ZR1 package, our 700+ LSA packages, Magunson and Edelbrock supercharged heads and cam packages to name a few. It has a nice little bite to the idle, but not so much that it sounds like a choppy race car. Strong all the way through the curve. This cam does well with factory manifolds/cats or long tube headers.
GT7 - 208/230 .554/.546 121 CL (PN L210095297). With the release of LPE turbocharging LS1 engines in the early 2000s, this cam was LPE’s proprietary camshaft for use with turbocharged applications for the 346 and 427 LS engines. This cam has also done double duty in several supercharged engines. We used this cam up until the release of the LS9 ZR1 factory cam (211/230 .558/.552 122.5 CL) which has become our replacement cam in turbocharged street applications. Because of this, of course the GT7 has been discontinued.
The next few grinds are based on using 93 octane and long tube headers.
GT1-1 - 229/242 .629/.629 114.5 CL (PN L210075297). The GT1-1 was a cam derived from a test cam that provided the more radical sound customers wanted. We had early on used this cam in some of our H/C packages that were coupled with a set of headers which would produce 500HP on a 346 LS1 combination. You wouldn't want to use this cam with factory manifolds/cats. It’s a little temperamental with drivability, as lower RPM efficiency isn't as good as some of our other cams. This cam also requires a little more tuning in regards to the idle quality / tuning due to the larger durations and 114.5 CL. This cam will need a little looser torque converter, or slipping the clutch a little more to get the vehicle moving. It’s definitely an intimidating cam, but most of the efficiency range is mid to higher RPM and this cam really makes some nice power with a set of ported heads.
The next 3 grinds are LS7/427 based Z06 package cams which utilize 1.8 factory rockers. These are also used in conjunction with long tube headers/high flow catalyst combinations on 93 octane.
GT17 - 228/232 .623/.630 112 CL (PN L210106006). this was one of our early grinds that we used in our 616 HP Z06 package. This cam still remains popular as you won’t need an expensive valve spring combination, and it still makes very respectable power numbers.
GT19 - 227/239 .677/.688 114 CL (PN L210116006). This is a second generation package cam that we are currently using to date. It is in our 616 HP Z06 package as well as our 630 HP Z06 package. The main difference is we run our Lingenfelter CNC program through the factory LS7 cylinder head castings and raise the compression ratio slightly. This cam produces a little bit of a bump to the idle quality, but still carries very good drivability. You will need a killer valve spring/retainer setup to support the lift this cam requires, such as Lingenfelters PN L230036006
GT21 - 243/259 .691/.702 112 CL (PN L210146006). The GT21 is our cam of choice for our 660 HP Z06 package. This cam is not for the weak hearted! This is a radical thumping grind that sacrifices drivability, at the gain of peak power. It has literally become famous for its aggressive characteristics, and many of our customers love it. You will literally shake in the car while it is running! Normally we don’t advise this cam when drivability is a concern. We also require the L230036006 spring kit when running this camshaft.
Last edited by Jeff@lingenfelter; 10-19-2011 at 01:57 PM.
10-19-2011, 01:50 PM
#6
Le Mans Master
very cool info. thanks for sharing.
10-19-2011, 10:00 PM
#8
Melting Slicks
With cam design, there are a lot of different perspectives depending on who you consult with. Cylinder head design, port volumes, valve sizing, port velocity, compression ratio, the weight of the vehicle, CID of the engine, how the engine will be used, gear ratios, fuel used, where it is degreed, and nearly the entire engine combination will give you a huge variety of results with any given camshaft. Top that off with supercharging, turbocharging, nitrous oxide, the list keeps going on and on with all of the variables that come into designing and using different cam grinds.
In regards to our perspective when choosing a camshaft, we take in to consideration literally everything above, as well as extensive testing in house on our engine dynamometer. (You should see all the grinds in the R&D department we have that didn't make the cut!)
The first 4 LPE grinds listed below are designed around some given variables, such as 93 octane pump gas, factory manifolds and catalyst, excellent street manners and near stock like drivability. These are a few of our package grinds and a little info on applications we like to go with.
GT2-3 - 207/220 .573/.580 118.5 CL (PN L210085297). This cam has been a tried and true cam for a number of applications. A variety of magazines had done articles on this particular cam. This cam has been a real user friendly cam that when installed, really didn't require any tuning. One test by Car Craft Magazine, when installed in a 5.3L truck engine made an additional 25 HP over stock with no tuning. Optimized tuning reported even better gains. This used to be our heads and cam package cam until the GT11 cam to be our latest choice. The GT 2-3 has also been used in turbocharged and supercharged applications with exceptional results. Another nice attribute to the GT 2-3 is that it didn't require an expensive spring package that would add more cost to what you were building. Another big plus with the GT 2-3, is that it produces some of the strongest torque curves to date. With the idle this cam provides it would take a pretty keen ear to tell it wasn't stock.
GT11 - 215/231 .629/.643 118 CL (PN L210065297). This cam has stemmed from a few different generations of GT cams. Typically we choose this cam for LS1/LS2/LS3 applications that are naturally aspirated. This cam drives like a stocker, and when matched with our ported cylinder heads, give you a really nice combination and very high averages across the curve. This cam has also been used in 383, 403, 417, 427 engine packages and has also fit the bill in a few supercharged packages and performed very well.
GT9 - 215/247 .629/.656 121 CL (PN L210150309). This cam is definitely our choice for a big displacement supercharged application such as the TVS2300. The GT9 has been used in racing applications as well as street car applications. This cam has definitely proven itself in both scenarios. We use this in our LS9 750 HP ZR1 package, our 700+ LSA packages, Magunson and Edelbrock supercharged heads and cam packages to name a few. It has a nice little bite to the idle, but not so much that it sounds like a choppy race car. Strong all the way through the curve. This cam does well with factory manifolds/cats or long tube headers.
GT7 - 208/230 .554/.546 121 CL (PN L210095297). With the release of LPE turbocharging LS1 engines in the early 2000s, this cam was LPE’s proprietary camshaft for use with turbocharged applications for the 346 and 427 LS engines. This cam has also done double duty in several supercharged engines. We used this cam up until the release of the LS9 ZR1 factory cam (211/230 .558/.552 122.5 CL) which has become our replacement cam in turbocharged street applications. Because of this, of course the GT7 has been discontinued.
The next few grinds are based on using 93 octane and long tube headers.
GT1-1 - 229/242 .629/.629 114.5 CL (PN L210075297). The GT1-1 was a cam derived from a test cam that provided the more radical sound customers wanted. We had early on used this cam in some of our H/C packages that were coupled with a set of headers which would produce 500HP on a 346 LS1 combination. You wouldn't want to use this cam with factory manifolds/cats. It’s a little temperamental with drivability, as lower RPM efficiency isn't as good as some of our other cams. This cam also requires a little more tuning in regards to the idle quality / tuning due to the larger durations and 114.5 CL. This cam will need a little looser torque converter, or slipping the clutch a little more to get the vehicle moving. It’s definitely an intimidating cam, but most of the efficiency range is mid to higher RPM and this cam really makes some nice power with a set of ported heads.
The next 3 grinds are LS7/427 based Z06 package cams which utilize 1.8 factory rockers. These are also used in conjunction with long tube headers/high flow catalyst combinations on 93 octane.
GT17 - 228/232 .623/.630 112 CL (PN L210106006). this was one of our early grinds that we used in our 616 HP Z06 package. This cam still remains popular as you won’t need an expensive valve spring combination, and it still makes very respectable power numbers.
GT19 - 227/239 .677/.688 114 CL (PN L210116006). This is a second generation package cam that we are currently using to date. It is in our 616 HP Z06 package as well as our 630 HP Z06 package. The main difference is we run our Lingenfelter CNC program through the factory LS7 cylinder head castings and raise the compression ratio slightly. This cam produces a little bit of a bump to the idle quality, but still carries very good drivability. You will need a killer valve spring/retainer setup to support the lift this cam requires, such as Lingenfelters PN L230036006
GT21 - 243/259 .691/.702 112 CL (PN L210146006). The GT21 is our cam of choice for our 660 HP Z06 package. This cam is not for the weak hearted! This is a radical thumping grind that sacrifices drivability, at the gain of peak power. It has literally become famous for its aggressive characteristics, and many of our customers love it. You will literally shake in the car while it is running! Normally we don’t advise this cam when drivability is a concern. We also require the L230036006 spring kit when running this camshaft.
In regards to our perspective when choosing a camshaft, we take in to consideration literally everything above, as well as extensive testing in house on our engine dynamometer. (You should see all the grinds in the R&D department we have that didn't make the cut!)
The first 4 LPE grinds listed below are designed around some given variables, such as 93 octane pump gas, factory manifolds and catalyst, excellent street manners and near stock like drivability. These are a few of our package grinds and a little info on applications we like to go with.
GT2-3 - 207/220 .573/.580 118.5 CL (PN L210085297). This cam has been a tried and true cam for a number of applications. A variety of magazines had done articles on this particular cam. This cam has been a real user friendly cam that when installed, really didn't require any tuning. One test by Car Craft Magazine, when installed in a 5.3L truck engine made an additional 25 HP over stock with no tuning. Optimized tuning reported even better gains. This used to be our heads and cam package cam until the GT11 cam to be our latest choice. The GT 2-3 has also been used in turbocharged and supercharged applications with exceptional results. Another nice attribute to the GT 2-3 is that it didn't require an expensive spring package that would add more cost to what you were building. Another big plus with the GT 2-3, is that it produces some of the strongest torque curves to date. With the idle this cam provides it would take a pretty keen ear to tell it wasn't stock.
GT11 - 215/231 .629/.643 118 CL (PN L210065297). This cam has stemmed from a few different generations of GT cams. Typically we choose this cam for LS1/LS2/LS3 applications that are naturally aspirated. This cam drives like a stocker, and when matched with our ported cylinder heads, give you a really nice combination and very high averages across the curve. This cam has also been used in 383, 403, 417, 427 engine packages and has also fit the bill in a few supercharged packages and performed very well.
GT9 - 215/247 .629/.656 121 CL (PN L210150309). This cam is definitely our choice for a big displacement supercharged application such as the TVS2300. The GT9 has been used in racing applications as well as street car applications. This cam has definitely proven itself in both scenarios. We use this in our LS9 750 HP ZR1 package, our 700+ LSA packages, Magunson and Edelbrock supercharged heads and cam packages to name a few. It has a nice little bite to the idle, but not so much that it sounds like a choppy race car. Strong all the way through the curve. This cam does well with factory manifolds/cats or long tube headers.
GT7 - 208/230 .554/.546 121 CL (PN L210095297). With the release of LPE turbocharging LS1 engines in the early 2000s, this cam was LPE’s proprietary camshaft for use with turbocharged applications for the 346 and 427 LS engines. This cam has also done double duty in several supercharged engines. We used this cam up until the release of the LS9 ZR1 factory cam (211/230 .558/.552 122.5 CL) which has become our replacement cam in turbocharged street applications. Because of this, of course the GT7 has been discontinued.
The next few grinds are based on using 93 octane and long tube headers.
GT1-1 - 229/242 .629/.629 114.5 CL (PN L210075297). The GT1-1 was a cam derived from a test cam that provided the more radical sound customers wanted. We had early on used this cam in some of our H/C packages that were coupled with a set of headers which would produce 500HP on a 346 LS1 combination. You wouldn't want to use this cam with factory manifolds/cats. It’s a little temperamental with drivability, as lower RPM efficiency isn't as good as some of our other cams. This cam also requires a little more tuning in regards to the idle quality / tuning due to the larger durations and 114.5 CL. This cam will need a little looser torque converter, or slipping the clutch a little more to get the vehicle moving. It’s definitely an intimidating cam, but most of the efficiency range is mid to higher RPM and this cam really makes some nice power with a set of ported heads.
The next 3 grinds are LS7/427 based Z06 package cams which utilize 1.8 factory rockers. These are also used in conjunction with long tube headers/high flow catalyst combinations on 93 octane.
GT17 - 228/232 .623/.630 112 CL (PN L210106006). this was one of our early grinds that we used in our 616 HP Z06 package. This cam still remains popular as you won’t need an expensive valve spring combination, and it still makes very respectable power numbers.
GT19 - 227/239 .677/.688 114 CL (PN L210116006). This is a second generation package cam that we are currently using to date. It is in our 616 HP Z06 package as well as our 630 HP Z06 package. The main difference is we run our Lingenfelter CNC program through the factory LS7 cylinder head castings and raise the compression ratio slightly. This cam produces a little bit of a bump to the idle quality, but still carries very good drivability. You will need a killer valve spring/retainer setup to support the lift this cam requires, such as Lingenfelters PN L230036006
GT21 - 243/259 .691/.702 112 CL (PN L210146006). The GT21 is our cam of choice for our 660 HP Z06 package. This cam is not for the weak hearted! This is a radical thumping grind that sacrifices drivability, at the gain of peak power. It has literally become famous for its aggressive characteristics, and many of our customers love it. You will literally shake in the car while it is running! Normally we don’t advise this cam when drivability is a concern. We also require the L230036006 spring kit when running this camshaft.
10-20-2011, 07:45 AM
#10
Melting Slicks
GT9 - 215/247 .629/.656 121 CL (PN L210150309). This cam is definitely our choice for a big displacement supercharged application such as the TVS2300. The GT9 has been used in racing applications as well as street car applications. This cam has definitely proven itself in both scenarios. We use this in our LS9 750 HP ZR1 package, our 700+ LSA packages, Magunson and Edelbrock supercharged heads and cam packages to name a few. It has a nice little bite to the idle, but not so much that it sounds like a choppy race car. Strong all the way through the curve. This cam does well with factory manifolds/cats or long tube headers.
10-20-2011, 08:37 AM
#11
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Typically we see about 525 BHP (flywheel) with factory manifolds/cats and ported cylinder heads on an LS3. We normally don't use just the cam only. We have been given some good reports and gains that others have seen with various LS engine of varying displacements/mods with the GT11 only. With LT headers and HF cats you will likely see another 15-25 depending.
10-20-2011, 08:41 AM
#12
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If you use the GT9 with 1.8 rockers, your effective valve lift will be .666 on the intake, and .694 on the exhaust. You will want to confirm you have enough piston to valve clearance on both valves, and enough valve spring to handle this. Above all, make sure it is correct with the combination. Going bigger is not always better depending on what you are after.
10-20-2011, 08:49 AM
#13
Melting Slicks
Your GT1-1 cam you mention 500 HP & a 346, is that flywheel as well?
Typically we see about 525 BHP (flywheel) with factory manifolds/cats and ported cylinder heads on an LS3. We normally don't use just the cam only. We have been given some good reports and gains that others have seen with various LS engine of varying displacements/mods with the GT11 only. With LT headers and HF cats you will likely see another 15-25 depending.
10-20-2011, 10:33 AM
#15
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May I ask how you derive your BHP numbers? Are they from actual engine dyno's, or are they calculated? If they are calculated, may I ask what your formula is?
Thanks!
Thanks!
10-20-2011, 11:36 AM
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10-20-2011, 11:47 AM
#17
Drifting
My factory LS 3 with a Vram CAI, 1 3/4AR headers, megna exhaust with cats, 3000rpm stall and this cam made 455RWHP and drove real nice around town.
my new set up yeilds 550rwhp
CAI, AR headers, x-pipe, magna flow axle back, cam 243/259@50 625lift 113 LSA, PTC 3000 stall, 3.42 Z06 diff, F55, 416CI, dewitts radaitor, P-fadT mounts, electric cutouts 275/35-18 TOYO R888 315/35-18 Toyo
Now this cam is not all out crazy but it is not for the weak of heart. If you do not mind your car talking a little at a light and moving around some this is not a bad stick.
my new set up yeilds 550rwhp
CAI, AR headers, x-pipe, magna flow axle back, cam 243/259@50 625lift 113 LSA, PTC 3000 stall, 3.42 Z06 diff, F55, 416CI, dewitts radaitor, P-fadT mounts, electric cutouts 275/35-18 TOYO R888 315/35-18 Toyo
Now this cam is not all out crazy but it is not for the weak of heart. If you do not mind your car talking a little at a light and moving around some this is not a bad stick.
10-20-2011, 11:48 AM
#18
Pro
I predict these threads are gonna cost me 5 grand when I think I can do the work myself. Maybe 7......
I could be stupid but I think the cam is very reasonable at approx $400 delivered to my door! It's all the extra's that drive the number up - because I do not have the skills or ambition to do this more than once. (And I want bad butt heads in mix)
Thanks for posts all. I would love a ride in all of these bad cars!
I could be stupid but I think the cam is very reasonable at approx $400 delivered to my door! It's all the extra's that drive the number up - because I do not have the skills or ambition to do this more than once. (And I want bad butt heads in mix)
Thanks for posts all. I would love a ride in all of these bad cars!
Last edited by gsx1300r; 10-20-2011 at 11:51 AM.