Okay I'm looking at adding LG pro headers soon to finish off my exhaust setup and then going for a cam. I was wondering what cam would best fit my needs, I plan on going with a nitrous setup later. I want a cam that makes really good NA power but can also work well with the juice. Is it possible to hit 450rwhp without touching the heads? If not, what are a good set of reasonably priced heads? Lastly, are there any other mods I should consider on my road to 450+rwhp? I'm currently running GHL magnum and halltech stinger. Thanks.
Okay I'm looking at adding LG pro headers soon to finish off my exhaust setup and then going for a cam. I was wondering what cam would best fit my needs, I plan on going with a nitrous setup later. I want a cam that makes really good NA power but can also work well with the juice. Is it possible to hit 450rwhp without touching the heads? If not, what are a good set of reasonably priced heads? Lastly, are there any other mods I should consider on my road to 450+rwhp? I'm currently running GHL magnum and halltech stinger. Thanks.
I doubt you will get that hp without doing heads.
I have heads, TSP Torquer V2, and headers and make 481 RWHP
the g5x3 cam is an awesome na cam and if you get on a 114 lsa it will deffinitly shine with n20. with full exhaust all the boltons and this cam you should be somewhere around 430/400.
I have the stock 243's reworked with Melrose headers. The cam is a TSP Torquer V2 on a 112. Pulls like a freight train and is very drivable around town, no surging or bucking. Cam likes compression, I have mine at 11.9:1. Love it!
Have same mods as you have so far.
With the additon of TPIS Longtubes
Plus TNT wet kit.
I am leaning and going with the TSP MS3.
237/242 .603 .609 on a 113lsa. Makes GREAT power n/a and AWESOME power on the spray. LOVES the juice I hear.
Size is comparable to a g5x3. Rumor has the g5x3 with a 234/244 on a 112 or 114.
wait so is the TSP MS3 more aggressive than the g5x3 or?
2scoot- 11.9:1 CR on a daily driver? Forgive me for my ignorance but will this cr work on 91 pump with a good tune? I love high CR, its the one of the things I love about NA motors.
wait so is the TSP MS3 more aggressive than the g5x3 or?
2scoot- 11.9:1 CR on a daily driver? Forgive me for my ignorance but will this cr work on 91 pump with a good tune? I love high CR, its the one of the things I love about NA motors.
I know of many that run this compression on their daily drivers with no problems but then again I can get 93 here. When I took my car in for a tune last week there was no signs of knock and I'm running some steep timing.
If you stayed below 12.1:1 I bet you would have no issues, and yes this motor likes compression.
__________________
04 Machine Silver Z06--LG G5X3, Ported LS6 Oil Pump, Hardened Pushrods, Ti Retainers, Comp. 921 Springs, Under Drive Pulley, Vararam, LG Long Tubes, Ti Cat Back, RIIs, Textraila, DTE Brace
435 rwhp/ 402 rwtq Tuned by East Coast Supercharging
Coming soon to a highway near you: 440 LSX/TFS 235/Morrel Lifters, etc.
Last edited by Richard Branca : 04-09-2006 at 07:14 PM.
2scoot, does the cam you have work well with nitrous? Hmm high CR sounds nice if you dont mind me asking, how much did it cost you to modify your heads? Thanks.
-Drew
Quote:
Originally Posted by 2Scoot
I know of many that run this compression on their daily drivers with no problems but then again I can get 93 here. When I took my car in for a tune last week there was no signs of knock and I'm running some steep timing.
If you stayed below 12.1:1 I bet you would have no issues, and yes this motor likes compression.
wait so is the TSP MS3 more aggressive than the g5x3 or?
2scoot- 11.9:1 CR on a daily driver? Forgive me for my ignorance but will this cr work on 91 pump with a good tune? I love high CR, its the one of the things I love about NA motors.
Pretty much the same size and aggressiveness. Look at the cam specs I wrote in my above post...
Both cars would drive fairly the same in terms in idle, drivabilty etc..
Its a big cam remember. Theres bigger but this is about the MOST any sane person would go on a DD type car.
With the 2 cams mentioned above, here it is. The cams have a substantial amount of valve timing overlap. As a result at lower RPMs, the charge is diluted and part of it is going back into the intake port, or what is commonly called blow down.
Back in my days of 60's factory hot rods a lot of the "stock" engines had 10.5/1 to the extreme of 13.5/1 for the Stage III Max Wedge Mopars. Long cam timing let them get away with it as long as you loved a surging bucking beasts @ low RPMs. YOu gave up low end torque for eyeball snaping midrange and top end power. Scotty, give me Warp 10!!
It worked then and It works now!
For our beautiful LSX engines with heads available that would have made most NASCAR teams drool just a few short years ago, my personal taste is a non-split duration profile in the 220 to 228 degrees with high lift of say(.600 to .650), given a stable valve train.
Broad and Flat torque curves that make outrageous torque and power EVERYWHERE, is what you are seeking!
Here in So Cal and 91 octane gas, I won't try to get away with much more than 11.2/1. These guidelines should work with juice or even moderate boost.
Keep us all posted because this is the stuff that I (we) live for!
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07 Z06 LMB HP Tunners and PS2's
Sold! 02 EB Z06 -TRAP, LMG, Dyno, Denso Iridum, HP Tuners, CA Vanity Plate "Z06Vette"
98 Regal GS Modified to 13lbs of boost and electronics package
2000 Road King Classic -CaliforniaSE 95" heads and cams
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