cams and daily driving.
09-05-2007, 03:30 PM
#52
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So why GM states the LSJ and L61 cams are the same casting and dimensions ...
Yeah that detail is shown in the GM LSJ manual shop.
Yeah that detail is shown in the GM LSJ manual shop.
Last edited by Jmc007; 09-05-2007 at 03:30 PM. Reason: Automerged Doublepost
09-05-2007, 03:36 PM
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The 2.2 Intake and the LSj intake and exhaust are all cast from part number 90537312 according to the drawing. The 2.2 exhaust is prob made from the same cam as well just cut short during the machining process. I have have to try to get a hold of a 2.2 ex cam blueprint to see that...and odds of getting that are slim...cause I really have no used for it
09-05-2007, 03:41 PM
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First of all is the GM drawing for the LSJ exhaust cam detailed enough to see if there is a bushing in it ...
Is that a casting drawing or a finished (grinded) one. If it is finished, than it obviously shows the hex slot and it assembled (right) angle.
Are the drawings crappy style drawings like the engine block one (so that way you cannot even determine the possibility of a bushing or not) :
http://tunersource.gmblogs.com/Racer...ec-Tech-Topics
Is that a casting drawing or a finished (grinded) one. If it is finished, than it obviously shows the hex slot and it assembled (right) angle.
Are the drawings crappy style drawings like the engine block one (so that way you cannot even determine the possibility of a bushing or not) :
http://tunersource.gmblogs.com/Racer...ec-Tech-Topics
Originally Posted by Jmc007
The LSJ exhaust cam itself is not longer, there is an added bushing to it to drive the cam position sensor.
GM states right in the following PDF file that the 2006 L61 and LSJ cams are the SAME CASTING. The LSJ cam is longer ONLY because there is a bushing pressed INTO the rear of that LSJ cam (on the sensor side).
http://tunersource.gmblogs.com/Racer...FO-SHEET-2.pdf
GM states right in the following PDF file that the 2006 L61 and LSJ cams are the SAME CASTING. The LSJ cam is longer ONLY because there is a bushing pressed INTO the rear of that LSJ cam (on the sensor side).
http://tunersource.gmblogs.com/Racer...FO-SHEET-2.pdf
2006 model year L61 and earlier exhaust cams are not the same casting as L61 intake and LSJ intake and exhaust as the newest version of the cam info sheets states, you cannot press an adapter into it. I think you misread the info sheet.
The adapter pressed into the end of the LSJ and earlier L61 cams is GM part number 24572945. On the LSJ only, its pressed into the end of the cam at an angle 6 degrees counter clockwise to centerline with a +-2 degree tolerance. The adapter is pressed from the manufacturer before grinding is completed. The drawing for early L61 intake camshafts with the adapter do not require it to be pressed at a specific angle as its only used to power a hydraulic power steering pump. Later model L61 cams delete the adapter altogether.
They don't.
Last edited by Witt; 09-05-2007 at 03:41 PM. Reason: Automerged Doublepost
09-05-2007, 04:00 PM
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You are right they not mentionned the 2006 L61 exhaust cam. "The 2006 L61 intake and LSJ intake and exhaust cams are the same casting."
But they also states :
"The 2007 L61 exhaust cam is interchangeable with the 06 L61 and the LSJ exhaust cams."
Does that mean that the newest version of the 2007 L61 exhaust cam is longer ...
But they also states :
"The 2007 L61 exhaust cam is interchangeable with the 06 L61 and the LSJ exhaust cams."
Does that mean that the newest version of the 2007 L61 exhaust cam is longer ...
09-05-2007, 05:23 PM
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09-05-2007, 05:27 PM
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sucked this off a evo site
Factory EVO
Advertised Duration - 260 deg Int / 256 deg Exh
Effective Duration - ___ deg @ 1mm Int / ___ deg @1mm Exh
Lift - 10.0mm Int / 9.5mm Exh
Lobe Centerlines - 109 deg Int /111 deg Exh
LSA - 110 deg
Stock valve springs OK
JDM EVO MR
Advertised Duration - 260 deg Int / 256 deg Exh
Effective Duration - ___ deg @ 1mm Int / ___ deg @1mm Exh
Lift - 10.0mm Int / 9.5mm Exh
Lobe Centerlines - 113 deg Int /112 deg Exh
LSA - 112.5 deg
Stock valve springs OK
Comp Cams 264+
Advertised Duration - 248 deg Int / 248 deg Exh
Effective Duration - ___ deg @ 1mm Int / ___ deg @1mm Exh
Lift - 10.8mm Int / 10.2mm Exh
Lobe Centerlines - 104 deg Int / 112 deg Exh
LSA - 108 deg
Upgraded valve springs recommended
Comp Cams 272+
Advertised Duration - 256 deg Int / 257 deg Exh
Effective Duration - ___ deg @ 1mm Int / ___ deg @1mm Exh
Lift - 10.8mm Int / 10.2mm Exh
Lobe Centerlines - 104 deg Int / 112 deg Exh
LSA - 108 deg
Upgraded valve springs recommended
Comp Cams 280+
Advertised Duration - 264 deg Int / 265 deg Exh
Effective Duration - ___ deg @ 1mm Int / ___ deg @1mm Exh
Lift - 11.0mm Int / 10.4mm Exh
Lobe Centerlines - 104 deg Int / 112 deg Exh
LSA - 108 deg
Upgraded valve springs recommended
GSC 264
Advertised Duration - 268 deg
Effective Duration - 194 deg @ 1mm
Lift - 10.6mm Int / 10.0mm Exh
Lobe Centerlines - ___ deg Int / ___ deg Exh
LSA - ___ deg
Stock valve springs OK
GSC 272
Advertised Duration - 281 deg
Effective Duration - 203 deg @ 1mm
Lift - 10.6mm Int / 10.0mm Exh
Lobe Centerlines - ___ deg Int / ___ deg Exh
LSA - ___ deg
Stock valve springs OK
HKS 264
Advertised Duration - 264 deg
Effective Duration - 206 deg @ 1mm
Lift - 10.8mm Int / 10.2mm Exh
Lobe Centerlines - 110 deg Int / 110 deg Exh
LSA - 110 deg
Stock valve springs OK
HKS 272
Advertised Duration - 272 deg
Effective Duration - 214 deg @ 1mm
Lift - 10.8mm Int / 10.2mm Exh
Lobe Centerlines - 110 deg Int / 110 deg Exh
LSA - 110 deg
Stock valve springs OK
HKS 280
Advertised Duration - 280 deg
Effective Duration - 222 deg @ 1mm
Lift - 10.8mm Int / 10.2mm Exh
Lobe Centerlines - 110 deg Int / 110 deg Exh
LSA - 110 deg
Stock valve springs OK
JUN 264
Advertised Duration - 264 deg
Effective Duration - ___ deg @ 1mm
Lift - 10.5mm
Lobe Centerlines - ___ deg Int / ___ deg Exh
LSA - ___ deg
Upgraded valve springs required
JUN 272
Advertised Duration - 272 deg
Effective Duration - 235 deg @ 1mm
Lift - 10.8mm
Lobe Centerlines - 110 deg Int / 115 deg Exh
LSA - 112.5 deg
Upgraded valve springs required
Piper Ultimate Road
Advertised Duration - 265 deg
Effective Duration - 217 deg @1mm Int / 211 deg @1mm Exh
Lift - 11.5mm Int / 10.8mm Exh
Lobe Centerlines - 108 deg Int / 107 deg Exh
LSA - 107.5
Upgraded valve springs required
Piper Rally
Advertised Duration - 265 deg
Effective Duration - 217 deg @ 1mm
Lift - 11.5mm
Lobe Centerlines - 108 deg Int / 107 deg Exh
LSA - 107.5
Upgraded valve springs required
Piper Race
Advertised Duration - 272 deg
Effective Duration - 224 deg @ 1mm
Lift - 12.0mm
Lobe Centerlines - 106 deg
LSA - 106 deg
Upgraded valve springs required
Revolver 262/264
Advertised Duration - 262 deg Int / 264 deg Exh
Effective Duration - 222 deg @ 1mm Int / 223 deg @ 1mm Exh
Lift - 11.4mm Int / 11.5mm Exh
Lobe Centerlines - 109 deg Int / 111 deg Exh
LSA - 110 deg
Upgraded valve springs required
Tomei Poncam
Advertised Duration - 260 deg
Effective Duration - ___ deg @ 1mm
Lift - 10.7mm Int / 10.2mm Int
Lobe Centerlines - 110 deg Int / 115 deg Exh
LSA - 112.5 deg
Stock valve springs OK
Tomei Procam
Advertised Duration - 280 deg
Effective Duration - ___ deg @ 1mm
Lift - 11.5mm Int / 11.5mm Exh
Lobe Centerlines - 110 deg Int / 115 deg Exh
LSA - 112.5 deg
Upgraded valve springs required
these are for the evo {the stock numbers}
google rules.
Last edited by Area47; 09-05-2007 at 05:27 PM. Reason: Automerged Doublepost
09-05-2007, 05:40 PM
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222/222 is the highest i think someone would want to go on a car with a stock head. I would run upgraded springs and Ti retainers and spin the engine to 8000rpm with those cams. If i was picking cams i think a 220/224 would be optimal for our supercharged engines. Even 216/224 to save some low end torque.
I'm sure i missed it before but what are the stock LSJ cam specs?
I'm sure i missed it before but what are the stock LSJ cam specs?
09-05-2007, 05:42 PM
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222/222 is the highest i think someone would want to go on a car with a stock head. I would run upgraded springs and Ti retainers and spin the engine to 8000rpm with those cams. If i was picking cams i think a 220/224 would be optimal for our supercharged engines. Even 216/224 to save some low end torque.
I'm sure i missed it before but what are the stock LSJ cam specs?
I'm sure i missed it before but what are the stock LSJ cam specs?
neutral balance shafts would be a plus for spinnin it to 8k
09-05-2007, 05:44 PM
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09-05-2007, 05:52 PM
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09-05-2007, 05:56 PM
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Will the LE5's intake cam directly swap with our exhaust cam? If it'll directly just slap in the LSJ it's a 100 dollar upgrade and would prove to be a nice gain on the top end. A good gain for guys who have a header/dp/catback already.
Nevermind. They won't swap
Nevermind. They won't swap
Last edited by Onyxd04Redline; 09-05-2007 at 07:13 PM.
09-05-2007, 06:29 PM
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As Ive said before this head as identical flow characteristics to a 1g dsm head
the hks 272s are beastly in a 1g dsm on stock head
Thats the main reason why i specced them and witt and I now have em
the hks 272s are beastly in a 1g dsm on stock head
Thats the main reason why i specced them and witt and I now have em
09-05-2007, 07:02 PM
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comming from the dsm world, you're right, to a degree. it all comes down to the turbo choice with that one too. most of the guys with the smaller turbo's 14b/16g 20g. would run a mix of the 264 intake, 272 exhaust. this gave them retarded top end pull. which "might" work better in say my favor, or someone who is not turboed, or modded to the degree of some people in the lsj world. i for one probably won't be going any farther then basic cams, and mild head work and a 2.8 people with a 2.5-2.6 i can see running a full 272 set, being that they are moving more air then i would be
09-05-2007, 09:39 PM
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Both cars here that have the 272 cams both have upgraded valvesprings/retainers/seats and neutral balance shafts. Dan car will be taken above 8k I'm sure.
I myself am going to give the 280's a try with a ported head. Also same valvetrain and balance shaft work as Dan and Al. See how that turns out. I also plan on either the Procharger or Turbo eventually too. Perhaps TVS if that ever makes the market.
No one with these cams has yet to dyno or hit the track sadly. I would like to see Als car dyno'd since his setup is closest to what it was on his last dyno, minus cams. Dan's dyno is going to have nothing to be compared too with that huge as Turbo @ 28 lbs. AlphaJag's car should put down very nice numbers on RLF's, but his valvetrain is currently nuked, and maybe his new pistons as well.
I myself am going to give the 280's a try with a ported head. Also same valvetrain and balance shaft work as Dan and Al. See how that turns out. I also plan on either the Procharger or Turbo eventually too. Perhaps TVS if that ever makes the market.
No one with these cams has yet to dyno or hit the track sadly. I would like to see Als car dyno'd since his setup is closest to what it was on his last dyno, minus cams. Dan's dyno is going to have nothing to be compared too with that huge as Turbo @ 28 lbs. AlphaJag's car should put down very nice numbers on RLF's, but his valvetrain is currently nuked, and maybe his new pistons as well.
09-06-2007, 12:40 AM
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Sooo what is the best solution as far as cams go?
For daily driving and good low/mid/high range power?
For daily driving and good low/mid/high range power?
Last edited by Rangerondubz; 09-06-2007 at 12:40 AM. Reason: Automerged Doublepost
09-06-2007, 07:58 AM
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09-06-2007, 11:48 AM
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now, the question being, would one need to stop above the 42's, to say 50's to keep the fuel side happy with the cams and head work? i was thinking about it this morning when i was driving to work. part throttle and all that fun stuff would be fine, it's the wide open that got me. moving more air, would require more fuel. or so it seems.
aside from that, getting into spark dwell times, adding, and subtracting percentages here and there to get the car to somewhat idle without the a/c on. with a/c on. all bets are off.
ghaaaaaaaaaaaaaaaaa
::pulls hair out::::::::