PRC 250CC Castings/G6X3 Cam results

[ULTRAZLS1]

Originally Posted by AG383

Good luck Troy, I think 530 rwhp.

Thanks...I'll let you know about the pushrod length for sure...and hopefully they dont have to flycut

If you go this route knowing these two things would make install a lot easier.
I would have done it myself if not for these issues. Mainly the P to V clearance issue...never checked for that on my ls1 builds. Never ran this large of a cam.

I dont have a clue how to do it properly or the tools for fly-cutting.

[Squintz Palladoris]

Originally Posted by ULTRAZLS1

Thanks...I'll let you know about the pushrod length for sure...and hopefully they dont have to flycut

If you go this route knowing these two things would make install a lot easier.
I would have done it myself if not for these issues. Mainly the P to V clearance issue...never checked for that on my ls1 builds. Never ran this large of a cam.

I dont have a clue how to do it properly or the tools for fly-cutting.

From what I have read so far on these heads, they should have a bit more valve clearance than an untouched stock head. Not sure with that small chamber though. I am curious if you will need to flycut as well. Didn't they change the valve angle on these heads vs stock? So many choices in heads popping up lately that I can't remember. Definately check into that if you need to flycut. If the angles are different, they will likley need a different Jig to do the job. Or use your new heads.

Here is a writeup on flycutting if you are bored.
http://forums.corvetteforum.com/c6-t...mpression.html

[MikeOD]

Originally Posted by ULTRAZLS1

Well the G6X3 was originally designed for the stock LS3 heads which have a larger runner. For this reason many of the cams use a wide split between the intake and exhaust valves for best performance on low velocity runners. The specs on the G6X3 have never been released but I think it is in the neighborhood of 235-242 from the research I have done. Whether or not the increased velocity of these heads will help or hinder the G6X3 has yet to be seen.

It should work just fine but I guess you never know...it would be just my luck if it runs like crap :(

Even if you're not satisfied with the performance of the cam...the G6X3's sell for decent money used too, and it's not nearly as much work to slide a different custom grind cam in there compared to the heads and cam this time around. I think it'll run pretty good, but I don't know as much about those heads as you do at this point.

[ULTRAZLS1]

Originally Posted by Squintz Palladoris

From what I have read so far on these heads, they should have a bit more valve clearance than an untouched stock head. Not sure with that small chamber though. I am curious if you will need to flycut as well. Didn't they change the valve angle on these heads vs stock? So many choices in heads popping up lately that I can't remember. Definately check into that if you need to flycut. If the angles are different, they will likley need a different Jig to do the job. Or use your new heads.

Here is a writeup on flycutting if you are bored.
http://forums.corvetteforum.com/c6-t...mpression.html

I will definitely know if they need to cut...that wasnt quoted in my labor price. So I'll be paying extra lol.

Here is what I gathered and wasnt totally convinced of clearance personally.

-Texas speed claims .040 better clearance than a stock untouched head (yes from a different 13 degree valve angle)
- I went with 67cc chamber from their standard 68cc...I lost ~.007 from milling 1cc off
-I went with a .040 cometic compared to a stock .051. Lost another .011
- So far I have lost .018 of my extra .040 clearance.

So lets just say I should still have an extra .020 of clearance over a stock head and gasket combo.

All In all I wasnt totally comfortable in the clearance to just not check it. No one has yet to verify that these new heads offer a true and honest extra .040 of clearance. I wasnt going to take their word for it with my rather new and expensive car.

[ULTRAZLS1]

Originally Posted by MikeOD

Even if you're not satisfied with the performance of the cam...the G6X3's sell for decent money used too, and it's not nearly as much work to slide a different custom grind cam in there compared to the heads and cam this time around. I think it'll run pretty good, but I don't know as much about those heads as you do at this point.

Good point.

If the car is too lazy down low I will most likely swap in a 231/236 cam. That was my second choice. Or maybe Texas-Speed will have something better in mind custom ground like you said.

[Jason 98 TA]

I think your combo should work well. I talked to a customer that made 518 with 231/236 last week on a ported stock intake.

I'm not sure how the mustang dyno compares, but I think the combo should really work well. Better p/v, big air flow, altered valve locations & configurations are all features that will help power output!

[Louis @ LG Motorsports]

That cam likes compression, I typically build them to 64/65cc with that same gasket. Dont be afraid to mill them more!

[Jason 98 TA]

Also your very wise to check p/v! It's always very important to check, blocks vary, heads vary, and camshafts can vary a good bit.

I agree with Louis compression with larger camshafts is GOOOOOOD!!

[ULTRAZLS1]

Originally Posted by Jason 98 TA

I think your combo should work well. I talked to a customer that made 518 with 231/236 last week on a ported stock intake.

I'm not sure how the mustang dyno compares, but I think the combo should really work well. Better p/v, big air flow, altered valve locations & configurations are all features that will help power output!

Different shop is doing the install compared to my previous dyno tune.

This shop has a dyno jet.

I will be satisfied as long as it hits 500-520rwhp. I know all dynos are different. 520+rwhp is what I am hoping for/really wanted but dont want to be let down...

The car put up above average bolt on numbers so I would think it has 520 in it...but we will see.

thanks for the input

[ULTRAZLS1]

Originally Posted by Louis @ LG Motorsports

That cam likes compression, I typically build them to 64/65cc with that same gasket. Dont be afraid to mill them more!

I thought about going a bit more....but figured valve reliefs would be required for sure. Wont valve reliefs in turn lower the compression a bit? I figured 67cc without reliefs would be a wash compared to 65cc with reliefs.

The car will be at ~11.4.1 SCR in its current configuration.

Anthony said that around ~11.5.1 is a good range for the G6x3 (he said 66cc is what he has used)...figured I was close enough.

thanks for the input

[VADER SS L99]

Congrats and good luck bro. Really wish you could have got some baseline dyno runs though. Your only going to be like the 3rd person to post with those heads and people need some solid info about them.

[Ivan @ Southwest Speed]

This should be fun.....
Ivan

[ULTRAZLS1]

Originally Posted by VADER SS L99

Congrats and good luck bro. Really wish you could have got some baseline dyno runs though. Your only going to be like the 3rd person to post with those heads and people need some solid info about them.

I have somewhat of a baseline...but a different dyno.

Like I said...I would have been doing the baseline with my used up oil and figured it wasnt worth it...and I saved 65 bucks opting out of it anyway.

Probably wouldnt have hurt anything...but I am just anal like that when it comes to my car. I am just waiting for a phone call with something to go wrong...I still cant believe I am letting someone else work on one of my vehicles. Besides tuning I usually do all my own work.

[IDEALG]