Why ADM converts all Blown L99 Cars - DATA

[BLACK10]

Not bad

[Sack Rat 2SS]

[QUOTE i want to drive my car daily but still have a monster on the track on weekends. (12.59 @111mph) 1/4 mile

my mods are (intake, arh LT headers, ATAK axel back and tune)[/QUOTE]

I have been driving my Trailblazer SS with a GT-11 cam now for four years. It is my daily driver and docile in town. Granted I do not take it to the dragstrip but it has plenty of grunt. 458 rwhp and 478 tq through an automatic tranny and heavy drivetrain and using LS3 heads. My TBSS is 400 pounds heavier than your Camaro so torque is needed. Many of the VVT cam packages pull the heads to replace the vulnerable AFM lifters. So I ask, why install a compromised VVT cam while the motor is apart and when for a little more $ you can do the total conversion, not just some.

[2SS\RS]

Whats the cost estimate OTD for doing a conversion on an l99?




From a Droid phone

[ADM PERFORMANCE]

PM SENT

[SilverSS3108]

What would the gains be if you were to use a cam with same specs as the gt11 that is VVT friendly? Same gains or not quite as good?

[Sack Rat 2SS]

Originally Posted by SilverSS3108

What would the gains be if you were to use a cam with same specs as the gt11 that is VVT friendly? Same gains or not quite as good?

Not for sure but you could not do the same lift safely and run the same valve springs needed on the GT-11. Also on VVT it takes oil pressure to rotate the cam against much heavier combined valve spring pressures. Not as simple as one might think. That is partly why VVT is a compromise.

[SilverSS3108]

Hmmm... I can see where that would make sence but there are a few companies doing some pretty big cams with dual springs and it's working fine. Is it because of the boost that it would put the added strain and not allow for the same cam as a ls3 would?

[freemaSSon]

GM's VVT is just sliding the existing power curve up or down the RPM range as no where during the valve events does the LSA and overlap ever increase or decrease.

Ford is doing VVT correctly with individual cams for intake and exhasut to widen LSA and increase dynamic compression down low and reduce LSA in high RPM ranges to create overlap to build more power as the overlap creates better airflow through the combustion cycle.


SO GIVEN THE CHOICE our option is to maximize the valve events with existing cam profiles or custom one-off grinds to raise the LS3 to it's existing potential. Until dual cam setups are an option our belief is a maximized cam profile is the best option and that being based on years of personal experience within ADM and LPE.

[wolfpackfan2317]

So I ask, why install a compromised VVT cam while the motor is apart and when for a little more $ you can do the total conversion, not just some. [/QUOTE]

ok. thanks. so your saying the cam package this forum is talking about combined with this ls3 conversion package is the best way to go because placing a cam in without the conversion would yield less numbers and be not as safe on my internals?

[Lu]

Originally Posted by Sack Rat 2SS

[QUOTE i want to drive my car daily but still have a monster on the track on weekends. (12.59 @111mph) 1/4 mile

my mods are (intake, arh LT headers, ATAK axel back and tune)

I have been driving my Trailblazer SS with a GT-11 cam now for four years. It is my daily driver and docile in town. Granted I do not take it to the dragstrip but it has plenty of grunt. 458 rwhp and 478 tq through an automatic tranny and heavy drivetrain and using LS3 heads. My TBSS is 400 pounds heavier than your Camaro so torque is needed. Many of the VVT cam packages pull the heads to replace the vulnerable AFM lifters. So I ask, why install a compromised VVT cam while the motor is apart and when for a little more $ you can do the total conversion, not just some.

You gave me a ride in that thing to the barbeque place, I was rather impressed by it.

Lu

[Sack Rat 2SS]

Originally Posted by Lu

You gave me a ride in that thing to the barbeque place, I was rather impressed by it. Lu

Thanks Lu. Most people are surprised, especially Mustangs. All due to the GT-11 mild manners around town until you need the midrangeTorque which it provides. After 30,000 miles on the cam and springs I did have the valve springs replaced with dual Patriot Gold's. Heat cycled several times and now I can hammer it again when needed. Cam and springs good for another 30,000.

[Chris@HPS]

Originally Posted by ADM PERFORMANCE

With ls3 conversion using gt11 cam you lose boost.We pulley to 3.6 to get it back to equal.

Good analysis though.

That is not a equal comparison.

A smaller blower pulley forces more into the motor by spinning it faster making more power. The boost level is just a restriction in airflow. Obviously the larger cam flows more air, and will reduce the restriction in airflow, thus a lower boost reading on the gauge. But when you added the smaller pulley to achieve the same amount of boost, you added more airflow by spinning the blower faster, and of course it will make more power. Put the original blower pulley back on the blower with the larger camshaft. Yes your boost pressure will drop due to less airflow restriction, however the blower is still forcing the same amount of air into the motor as it was with the original cam you started out with. That will be a equal comparison.

Chris

[SGOS252382]

Should say you can make close to 100hp if you add LS3 Valvetrain components combined with an aftermarket cam (GT11).

[FloMoCamaro]

Originally Posted by SGOS252382

Should say you can make close to 100hp if you add LS3 Valvetrain components combined with an aftermarket cam (GT11).

Isn't that what Andy listed and demonstrated in post #3 above? Here I will post it for you again:

Add - GT11 Cam
ADD - ADM Cam install kit
ADD - 3.6 Pulley
ADD - LS3 Conversion kit-R/R Heads,Cam,Dampner Block,Valleycover,Gaskets,Seals,Timing Gear,Mod Oil pump,Lifters,Lifter Trays
ADD - ADM Retune