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Camaro V8 LS3 / L99 Engine, Exhaust, and Bolt-Ons Bolt-Ons | Intakes | Exhaust

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Old 08-18-2008, 12:05 PM   #1
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Hot Cam!

Whose going to replace their stock cam for the GMPP hot cam? It's a painful job, but I know I'm game! That's one sweet way to get the Camaro up to 472 ponies! It'll cost about $500.00 but it's relatively cheap considering many other alternatives. After that I'll add an intake. I may tack on a set of Kooks headers and an X pipe, and Corsa mufflers. They're expected to add an additional 30 horses. I don't want anything to look obvious when I open the hood, so I may just drop in a high flow filter into the stock box. It may only add 6 horsed or so, but it still equates to a 508 horsepower engine without a blower. I won't add one of those until she's paid for.
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Old 08-18-2008, 01:52 PM   #2
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Thats actually a really good idea i plan on doing something similar. If i find a new cam for $500 at the time i will def opt for that but i wont settle for the new camaro without a blower. I've had my heart set on a supercharged V8 (nothing like that whining sound to accompany the high revs) since i first heard about this car. How come you dont want it to look obvious you had work done when you open the hood? Haha you have to be one of the only people I've ever heard say that.
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Old 08-18-2008, 02:14 PM   #3
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I will prob be doing the same thing as you guys but yeah i want ppl to be afraid when i open the hood
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Old 08-18-2008, 02:22 PM   #4
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Installing a Hot Cam would be on the top of my list for Mods, but I live in MA and we have strict Emissions testing. I've done a little searching regarding Corvettes with Hot Cams passing emissions testing but haven't found much.
Does anyone here have an experience with Hot Cam swaps and Emissions testing?
Thanks
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Old 08-18-2008, 02:25 PM   #5
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If it doesn't void the warranty then I'll definitely install a hot cam if not for the performance boost than the awesome lopey sound once you couple it with a custom exhaust.
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Old 08-18-2008, 02:34 PM   #6
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Quote:
Originally Posted by ckellyme3 View Post
Thats actually a really good idea i plan on doing something similar. If i find a new cam for $500 at the time i will def opt for that but i wont settle for the new camaro without a blower. I've had my heart set on a supercharged V8 (nothing like that whining sound to accompany the high revs) since i first heard about this car. How come you dont want it to look obvious you had work done when you open the hood? Haha you have to be one of the only people I've ever heard say that.
Because when I stomp the Mustang GT500 and Challenger SRT8 on the track, I want them to wonder why the Camaro that only has an exhaust system and a heavy-footed driver just left them in the dust! No, not really, I'd tell 'em.-- I personally like things to be left the way they are. I suppose later on down the line, shortly before adding the blower, I'll bore the throttle body, and possibly send the heads, lower, and upper intake to be ported and polished. That'll be after the warranty is void. She'll still look stock, but she sure as hell wont run like it. That'll be a minimum of 550 horses and counting. Toss on a blower and she'll likely do what the ZR1 does... only a butt-load heavier. Carbon fiber can only go so far without cutting her all up. The bumpers, fenders and hood will certainly be replaced. Good God this is getting expensive!
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Old 08-20-2008, 06:21 PM   #7
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Quote:
Originally Posted by smike07 View Post
Whose going to replace their stock cam for the GMPP hot cam? It's a painful job, but I know I'm game! That's one sweet way to get the Camaro up to 472 ponies! It'll cost about $500.00 but it's relatively cheap considering many other alternatives. After that I'll add an intake. I may tack on a set of Kooks headers and an X pipe, and Corsa mufflers. They're expected to add an additional 30 horses. I don't want anything to look obvious when I open the hood, so I may just drop in a high flow filter into the stock box. It may only add 6 horsed or so, but it still equates to a 508 horsepower engine without a blower. I won't add one of those until she's paid for.
I'm planning to do the same mods as you exept for different brands. Once it's out of warranty, bring on the procharger and plates that read " KR THIS".
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Old 08-20-2008, 07:12 PM   #8
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Quote:
Originally Posted by nUcLeArEnVoY View Post
If it doesn't void the warranty then I'll definitely install a hot cam if not for the performance boost than the awesome lopey sound once you couple it with a custom exhaust.
if you have a dealer install it
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Old 08-20-2008, 07:31 PM   #9
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Part Description Duration Maximum Lobe Technical Notes
Number @ .050" Lift (in) Separation
Lift (deg) (1.7 rocker) (deg)
The original Chevrolet small-block inspired enthusiasts at all
levels, and rapidly became the preferred engine of serious
builders. The basic architecture was so well-thought-out, that
other than a few tweaks, very little needed to be improved.
Displacement and power numbers continued to rise as bigger
bore sizes were offered, and head, piston and intake technology
improved, leading to gains in durability and performance. But,
the basic engine remained: an iron block, iron-head, pushrod
driven, naturally aspirated model of efficiency.
The bore potential of the small-block was aided by two innovations—
green sand casting (a Pontiac process) and Siamese cylinder
walls, which eliminated coolant channels between the block’s
cylinders; both advances allowed for more “cutting.”
These two agents helped push the small-block dimensions from
the original 265-cubic-inches to 283, 302, 327 and eventually 400.
But, if size is one measure of performance, weight is another, and
ultimately GM engineers knew that to keep the Chevy small-block
on the leading edge, a serious re-design was in order.
While the Gen II engines were little more than a face lift (reverse
cooling flow). The Gen III and IV engines of the LS series were
a radical departure. Iron blocks were replaced by weight-saving
aluminum blocks with cast-in iron sleeves. Recognizing the
monumental torque and horsepower ratings these engines would
see, the block was designed with six-bolt main bearing caps.
Improved intake technology and hotter camshafts also greeted the
buying public.
The Gen IV series also brought in variable valve timing and displacement
on demand technology that allowed the user to shut down
half the cylinders for fuel savings when the power was not needed.
The LS series now has culminated in the introduction of the
LSX block, a marvel of engine technology co-designed by GM Performance
Parts and NHRA legend Warren Johnson. The iron block can
be bored and stroked to big-block dimensions at 454 cubes.
Today, as has been the case since 1955, the sky is the limit for
enthusiasts at all levels, with crate engines and components
available to take a builder anywhere they might want to go!
Living up to the promise
Cutaway illustration of
the 2006 7.0L V-8 LS7
crate engine for the
Chevrolet Corvette;
done by Rick Kimble.
12565308 2002–2004 LS6 Cam I: 204 I: .550 117.5 Cam requires valve spring P/N 12586484
E: 218 E: .550
12560950 2001 LS6 Cam I: 207 I: .525 116 Cam requires valve spring P/N 12586484
E: 217 E: .525
12480110 ASA Cam I: 226 I: .525 110 Cam requires valve spring P/N 12586484; “ASA” cam for off-highway use.
E: 236 E: .525
12480033 Hot Cam Kit I: 219 I: .525 112 Kit includes 16 LS6 valve springs P/N 12565117 and retainers
E: 228 E: .525
88958733 LS Hot Cam I: 219 (1.7 rocker) 112 Same cam as in kit P/N 12480033
E: 228 I: 525
E: 525
88958606 Showroom Stock I: 239 I: .570 106.5 Showroom Stock racing design; requires hollow stem intake valves P/N 12565311, hollow stem exhaust
Cam E: 251 E: .570 valves P/N 12565312, valve springs P/N 12586484, and aftermarket notched pistons OR machine stock pistons
12571251 LS7 I: 211 (1.8 rocker) 121 Stock LS7 camshaft
E: 230 I: .591
E: .591
12561721 LQ9: 2002–2006 I: 196 I: 467 116 Stock cam for 2002–2006 LQ9 and 2001-2004 LS1 engines
LS1: 2001–2004 E: 201 E: 479
88958722 LS Stage 2 Cam I: 227 (1.7 rocker) 108 Max lift with 1.8 rockers .583/.583
E: 239 I: 551
E: 551
88958723 LS Stage 3 Cam I: 233 (1.7 rocker) 107 Max lift with 1.8 rockers .630/.630
E: 276 I: 595
E: 595
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Old 08-20-2008, 08:21 PM   #10
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^ Good Info.
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Old 08-20-2008, 08:25 PM   #11
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^ Good Info.
could you read it? its the gmpp catalog
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Old 08-20-2008, 08:48 PM   #12
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Reads fine
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Old 08-20-2008, 08:54 PM   #13
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guess Ill be heading over to the gmpp site next!
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Old 08-20-2008, 08:55 PM   #14
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guess Ill be heading over to the gmpp site next!
download parts catalog and look at page 1 for ls parts theres intakes heads cams and more
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Old 08-20-2008, 09:18 PM   #15
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Ok what do you guys mean about a "hot cam"? Is this the name of an actual specific camshaft or is that just a general term for an after market performance camshaft?
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Old 08-20-2008, 09:20 PM   #16
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Quote:
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Ok what do you guys mean about a "hot cam"? Is this the name of an actual specific camshaft or is that just a general term for an after market performance camshaft?
term for GMPP cam shaft. . .
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Old 08-20-2008, 09:32 PM   #17
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i just read up about it, sounds like a date to me. i also plan to have a guy i know to redo the computer on it. put the cam in and drive around with the laptop plugged in and squeeze out some more power.
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Old 08-20-2008, 10:17 PM   #18
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I noticed there is no mention of compatibility, specifically, with a Gen. IV with L92-style heads. The reason I bring this up is because I believe I've heard that LS1/6-style cams aren't necessarily good for L92-style ports and such.

Example: Post #11

" A cam designed for an Ls1/Ls6 head with 80-90% Intake to exhaust efficency wil not be as effective on a head with a 60% I/E ratio like the Ls7 for instance. This is why the split on the ls7 is so large (20 degrees). Its not that exahust port is so bad on the L92 its that the intake port is so good..."

http://www.ls1tech.com/forums/showth...light=l92+cams

Again, I don't have experience regarding this subject, but I've read and have heard stories on other forums that earlier Gen. III cams don't completely play well with the Gen. IV goodies. I know I'd like to hear from anyone else who has any information
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Old 08-21-2008, 01:00 AM   #19
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I noticed there is no mention of compatibility, specifically, with a Gen. IV with L92-style heads. The reason I bring this up is because I believe I've heard that LS1/6-style cams aren't necessarily good for L92-style ports and such.

Example: Post #11

" A cam designed for an Ls1/Ls6 head with 80-90% Intake to exhaust efficency wil not be as effective on a head with a 60% I/E ratio like the Ls7 for instance. This is why the split on the ls7 is so large (20 degrees). Its not that exahust port is so bad on the L92 its that the intake port is so good..."

http://www.ls1tech.com/forums/showth...light=l92+cams

Again, I don't have experience regarding this subject, but I've read and have heard stories on other forums that earlier Gen. III cams don't completely play well with the Gen. IV goodies. I know I'd like to hear from anyone else who has any information
I'm probably way off from what you wanted to hear, but maybe they didn't switch the valves, rocker arms and play with the compression ratio. When you switch out a cam, there are many times you'll need to mill the heads, get a thinner head gasket and swap the valve springs. Many times, you'll even need to bore a larger hole for the valves and invest in larger valves. Sometimes, instead of milling the head and getting thinner gaskets will work against you. Thicker gaskets may be the answer (though extremely rare). Compatible parts are the way to go, especially when it comes to cams. If you put the wrong one in an ill prepared head, you're asking for trouble. Sometimes they'll lift too much and destroy rods, valves, the head and the cam, blow gaskets, etc... Other times, they may not lift enough and rob power, and screw with the idle, etc... Again, if you know what you're doing, you'll be fine, but for the money it would cost you to rework the heads, you may as well get the heads that go with the cam, or just the opposite.

That's why the hot cam is so freakin' awesome! All you've got to do is swap out the old with the new, and there's an instant 50 ponies! (granted it's certainly an entire weekend job filled with a lot of :upset: ) Everything is so crammed in there it's not even funny.

Hope this helped.

If anyone else sees inaccurate information, feel free to correct me on my foolishness.
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Old 08-21-2008, 08:16 AM   #20
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Rad makes a good point and I expect a LS3/LS7/L92/etc hot cam or cams not long from now. I will also add that lift is not the only thing to consider and neither is duration. While both play an important role in the end power, lobe seperation and ramp rates combined with these numbers produce the perfect package. Example, Shank listed the stock LS7 cam for you, .591 lift and 211/230 duration with a set of heads and intake that flow as well as the LS7 pieces would produce 500hp even on the LS1 so why with more displacement does the LS7 not produce more? Well for one look at the 121 lobe seperation! Common seperation is 107-114. Just keep that in mind when you go cam shopping, bigger isn't always better.(just most the time )

Last edited by Robert91RS; 08-21-2008 at 08:27 AM.
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Old 08-21-2008, 08:43 AM   #21
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the only time you would mill the heads or go with thinner head gaskets would be to raise compression and get more power. You could put just about any aftermarket cam in an engine and not have to mill the heads. You will prolly need better valve springs and if the duration is way up there you may have to flycut the pistons for ptv clearence. As far as the GMPP hot cam im sure that might satisfy alot of ya'll but im gonna be going with a little bit bigger aftermarket cam. Something like from LG motorsports. They have had great success with their cams in the 08 vettes. Over 500 RWHP with cam, headers, intake and tune. Just my $0.02
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Old 08-21-2008, 08:48 AM   #22
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the LS3 already has a hotcam from GMPP. that's why you can by a crate engine ls376/480 which produces 480 hp. and that's the hot cam i believe he's asking about.
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Old 08-21-2008, 11:45 AM   #23
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Rad makes a good point and I expect a LS3/LS7/L92/etc hot cam or cams not long from now. I will also add that lift is not the only thing to consider and neither is duration. While both play an important role in the end power, lobe seperation and ramp rates combined with these numbers produce the perfect package. Example, Shank listed the stock LS7 cam for you, .591 lift and 211/230 duration with a set of heads and intake that flow as well as the LS7 pieces would produce 500hp even on the LS1 so why with more displacement does the LS7 not produce more? Well for one look at the 121 lobe seperation! Common seperation is 107-114. Just keep that in mind when you go cam shopping, bigger isn't always better.(just most the time )
yeah see now you guys have stepped a little bit out of my range of knowledge...lol. I first started learning/modding cars in 03/04 and Id say Im pretty savoy on everything except engine internals cam, crank, bore, stroke, heads. I understand it, but I fail to understand how to improve on it. is there like a cams for dummies!

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the LS3 already has a hotcam from GMPP. that's why you can by a crate engine ls376/480 which produces 480 hp. and that's the hot cam i believe he's asking about.
I noticed that setup also
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Old 08-21-2008, 12:55 PM   #24
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Actualy the cam in the LS376/480 is part #88958733, the same old ls1 hot cam we have had for years. And another fun fact, the stock LS3 cam is 551/522-204/211 and the hot cam is 525/525-219/228(hot cam is Smaller on the intake but still makes more power and supports my point.)

I was'nt saying that the LS1,2,6 cams wouldn't work but rather that more gain would be attained by making a hot cam with more split designed around the L92 style ports.
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Old 08-21-2008, 01:09 PM   #25
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Rad makes a good point and I expect a LS3/LS7/L92/etc hot cam or cams not long from now. I will also add that lift is not the only thing to consider and neither is duration. While both play an important role in the end power, lobe seperation and ramp rates combined with these numbers produce the perfect package. Example, Shank listed the stock LS7 cam for you, .591 lift and 211/230 duration with a set of heads and intake that flow as well as the LS7 pieces would produce 500hp even on the LS1 so why with more displacement does the LS7 not produce more? Well for one look at the 121 lobe seperation! Common seperation is 107-114. Just keep that in mind when you go cam shopping, bigger isn't always better.(just most the time )
Good points all around. A 121 LSA is freaking ridiculous. I especially agree with the comment about cam size. A good buddy of mine said he knows a guy who owns an older fox body running a cam with over .610 lift. I told him that guy is a moron and if he stepped it down he would run faster and more efficiently, even on a blown motor that's too much. He seemed to not believe me. Said I didn't understand how small block Fords work.
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