L92 headed, 427 ls3...what do you think of this cam?
02-08-2010, 01:12 PM
#1
L92 headed, 427 ls3...what do you think of this cam? Comp Cams 54-444-11
I used Desktop dyno to try a few of the cams they offer, and I really liked this one for high low-end torque without much upper RPM HP loss. It is for a flat-topped street monster.
I used Desktop dyno to try a few of the cams they offer, and I really liked this one for high low-end torque without much upper RPM HP loss. It is for a flat-topped street monster.
02-08-2010, 01:48 PM
#2
I'm also seeing promising curves with the 54-456-11 and 54-457-11 grinds. They state that they are for cathedral ports, but the software doesn't care as long as I put in the right flow numbers for the heads and the specs for the cam...problem?
02-08-2010, 01:53 PM
#3
I've got a cam I had specced for a 427 with L92's, specced by patrick G. I'll give you a very good price! I've changed routes with my plans and not using L92's anymore. Its in the box, never used. PM me if interested.
02-08-2010, 02:03 PM
#4
That cam isn't "designed" for LS3/L92 heads. It also is on the small side. If I were you I'd talk to Pat G on the site here and have him spec you a cam for that. I have the exact same engine as you and that's what I'm doing. You could also call some of the other site sponsors and ask them about a cam. Money wise you arent really spending anymore and you will get a cam suited for you heads and engine combo.
02-08-2010, 02:09 PM
#5
That cam isn't "designed" for LS3/L92 heads. It also is on the small side. If I were you I'd talk to Pat G on the site here and have him spec you a cam for that. I have the exact same engine as you and that's what I'm doing. You could also call some of the other site sponsors and ask them about a cam. Money wise you arent really spending anymore and you will get a cam suited for you heads and engine combo.
02-08-2010, 03:29 PM
#6
Patrick G is who specced my cam, Its for a 427 LS3 with L92's, he is supposed to be the best! I would use it but I went with but i'm going AFR's. The cam is cut and specced and ready to ship, never used. I'll take $300 plus shipping which is over a hundred dollars less than what i paid. Cut by energy power solutions, who pat G recomended
02-09-2010, 02:16 PM
#7
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Here are some dyno numbers for my 402 LS2 w/ L92 heads. On the initial build I opted to go with a cam that speced out as 236/236 .598/.598 112 LSA. This cam yielded great max hp and tq numbers (499 hp and 468 tq) but suffered from poor driveability and quite frankly got old driving this car around town.
The second cam speced out as 224/236 .612/.612 117.5 LSA. As expected the max numbers were lower (467 hp and 457 tq) on the topend but the overall driveability has improved dramatically. As a part of the swap I also upgraded the springs to accomodate the additional lift.
The blue graph denotes the initial symmetrical cam and the red graph denotes the cam with a offset duration favoring the exhaust.
The second cam speced out as 224/236 .612/.612 117.5 LSA. As expected the max numbers were lower (467 hp and 457 tq) on the topend but the overall driveability has improved dramatically. As a part of the swap I also upgraded the springs to accomodate the additional lift.
The blue graph denotes the initial symmetrical cam and the red graph denotes the cam with a offset duration favoring the exhaust.
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02-09-2010, 03:53 PM
#9
Cam I'd take "MikeZ06402" advice. If you use a larger cam, Drive ability will be an issue. Even mine has a small cam and even it has,, An Attitude!
Mine is not L92 headed but it does have Huge intake valves and ports n thought I'd put in my .02....
At 3K RPM Mine pushes 450 lbs of torque. But it's all in what ya want. HP @ 6K or Street Torque @ 3K ... To each is own......
Mine is not L92 headed but it does have Huge intake valves and ports n thought I'd put in my .02....
At 3K RPM Mine pushes 450 lbs of torque. But it's all in what ya want. HP @ 6K or Street Torque @ 3K ... To each is own......
02-11-2010, 06:12 AM
#15
Goodluck! I'd like to know if you made more power when ya get them swapped.
02-11-2010, 02:56 PM
#16
Staging Lane
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This is exactly why I went with more duration for the exhaust and 117 LSA. Originally the car was set up for roadracing and the original cam performed flawlessly at about 3000 and above. That range just was not practical for a daily driver. If you look closely at the dyno graphs you will see the second cam actually makes more torque and power at tip in all the way to about 4400. Some of this could be attributed to the .612 lift but I think alot of it is the duration of exhaust versus intake. BTW, the cam is a Livernois grind and I couldn't be happier.
02-14-2010, 07:11 AM
#17
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drivability should be great with a 236 cam and 427 I noticed it was lean down low, it richened up the power come back. I would also run a 10 deg split with that 236 cam it will help it down low. Is it still running a MAF, they hate reversion but I am running a cam with 20 deg overlap and runs awesome in speed density, infact It idles like a small cam. Airflow tables need lots of work in conjunction with speed density tuning. All in all it would be a tq monster now and nice to drive.
03-12-2010, 02:11 PM
#18
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Yes mine is lean down low because I do alot of stop and go and asked for it to be a little on the lean side to save plugs (no cats). I have converted to speed density and yes the car idles like a kitten but mash the go peddle and it screams all the way to redline. My stock MAF was gutted and now only houses the IAT sensor so reversion is a thing of the past.
