07-30-2009, 06:12 PM | #29 | ||
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ls3 stock cam specs posted on OP
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07-30-2009, 07:01 PM | #30 |
Drives: 2SS/RS LS3 RJT Join Date: Jun 2009
Location: Northern Virginia
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Thank you, I will post new thread.
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08-02-2009, 06:53 PM | #31 |
iam putting my new cam and spring kit in this weds ans then will have dyno sheet
i will also be seling my kit if any int |
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08-06-2009, 07:02 AM | #32 |
Right Cam
Drives: 2010 LS3 / 79 Z28 Join Date: Jun 2009
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Posts: 508
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Excellent post CamaroSpike23.
Here is a little more detail on the differences between flat tappets and roller lifters. Everyone knows that roller camshafts give a more "aggressive" valve event. The aggressiveness is a function of lift, the rate of change of lift which is velocity, and the rate of change of velocity, which is acceleration. A roller cam can be ground with a more aggessive profile because it can tolerate higher stress levels and does not have the velocity limitation that a flat tappet cam has. Flat tappet cams can be ground with high accelerations, but are velocity limited due to the diameter of the lifter. Roller camshafts are not velocity limited, but the cam profile becomes concave as accelerations increase, making them expensive to grind. Most roller camshafts are made from hardened steel, although some are made from a specific grade of cast iron, or even powdered metal. The combination of a steel cam and a quality steel roller bearing follower allow roller cams to operate at higher stress level, typically 250,000 PSI (or 250 KSI) in production engines. Flat tappet camshafts are made from cast iron, and are limited to contact stress levels of about 140 KSI.
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2010 2SS/RS M6 CGM E-Force + 2015 1LT V6/A6
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08-06-2009, 07:08 AM | #33 |
Right Cam
Drives: 2010 LS3 / 79 Z28 Join Date: Jun 2009
Location: Maine
Posts: 508
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Excellent post CamaroSpike23.
Here is a little more detail on the differences between flat tappets and roller lifters. Everyone knows that roller camshafts give a more "aggressive" valve event. The aggressiveness is a function of lift, the rate of change of lift which is velocity, and the rate of change of velocity, which is acceleration. A roller cam can be ground with a more aggessive profile because it can tolerate higher stress levels and does not have the velocity limitation that a flat tappet cam has. Flat tappet cams can be ground with high accelerations, but are velocity limited due to the diameter of the lifter. Roller camshafts are not velocity limited, but the cam profile becomes concave as accelerations increase, making them expensive to grind. Most roller camshafts are made from hardened steel, although some are made from a specific grade of cast iron, or even powdered metal. The combination of a steel cam and a quality steel roller bearing follower allow roller cams to operate at higher stress level, typically 250,000 PSI (or 250 KSI) in production engines. Flat tappet camshafts are made from cast iron, and are limited to contact stress levels of about 140 KSI. |
08-08-2009, 10:27 PM | #34 | |||
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Quote:
__________________
Never race anything you can't afford to light on fire and push off a cliff
A group as a whole tends to be smarter than the smartest person in that group until one jackass convinces everyone otherwise. Quote:
Quote:
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08-10-2009, 07:58 AM | #35 |
Right Cam
Drives: 2010 LS3 / 79 Z28 Join Date: Jun 2009
Location: Maine
Posts: 508
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No problem, glad you liked it! You can see my deleted posts? Yikes, now you can see all of my spelling errors
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08-10-2009, 10:39 AM | #36 | |||
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Quote:
being a moderator has its perks.... would you mind if I un-deleted it? the info goes well with the pics.
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Never race anything you can't afford to light on fire and push off a cliff
A group as a whole tends to be smarter than the smartest person in that group until one jackass convinces everyone otherwise. Quote:
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08-10-2009, 11:18 AM | #37 |
Right Cam
Drives: 2010 LS3 / 79 Z28 Join Date: Jun 2009
Location: Maine
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You can undelete it, I was just trying to point out the roller cam flank concavity issue, but that graphic works too.
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08-11-2009, 11:42 PM | #38 |
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just an FYI on the 30K spring change, my boss (who was a former drag racer) says that changing springs every 30K was designed by companies to make money. But if you have to money to do it every 30K it wouldn't hurt but he let his run 45-50K and only replaced them because he was selling the car to a friend. Hope this helps a little bit
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08-19-2009, 06:27 PM | #39 | |||
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Quote:
welcome to the site. feel free to ask questions. use the search button up top to see if it has already been discussed before. enjoy your stay here!
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Never race anything you can't afford to light on fire and push off a cliff
A group as a whole tends to be smarter than the smartest person in that group until one jackass convinces everyone otherwise. Quote:
Quote:
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08-20-2009, 04:26 AM | #40 | |
Booooosted.
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ok, checked out the thread. This looks like a lot of fun. Still would be scared to crack it open though. |
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10-15-2009, 11:36 PM | #41 |
Drives: 2010 SS F1-D procharger, Join Date: Jul 2009
Location: Brownsville, Tx
Posts: 126
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Is the LS3 cam a 3 bolt cam or a single bolt cam??
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04-15-2010, 12:12 AM | #42 |
Will a larger cam like th LG Motorsports G6x3 cam effect the knock sensors?
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