Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums - Camaro5.com
 
TireRack
Go Back   Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums - Camaro5.com > Engine | Drivetrain | Powertrain Technical Discussions > Camaro V8 LS3 / L99 Engine, Exhaust, and Bolt-Ons


Reply
 
Thread Tools
Old 07-06-2017, 03:49 PM   #1
Bo White


 
Bo White's Avatar
 
Drives: 2010 Summit White 1SS
Join Date: Feb 2012
Location: Vance Alabama
Posts: 6,966
so many ask me why I suggest this

Ive always recommended keeping intake duration below 230*
This is why:
https://youtu.be/9LTDHiUftlU


By what Ive seen on a street car 230* is the breakover point for the most part of losing too much bottom end and off idle torque for real good low rpm driving and ease of tuning.
This not always the case because of cam design tweaking and real good tuning but for the most part this is why.
Bo White is offline   Reply With Quote
Old 07-06-2017, 05:50 PM   #2
OmniCamaro
US Veteran
 
OmniCamaro's Avatar
 
Drives: 2011 Silver Ice Metallic 2SS/RS A6
Join Date: Jan 2011
Location: Bossier City, La
Posts: 1,382
Great show!


Sent from my iPad using Tapatalk
__________________
Dear Lord, give me the strength to carry on despite my Camaro addiction!
JRE iTSX tune, full cat-less Dynatech exhaust, CAI intake, Stillen Slotted/Drilled Rotors, RB braided brake lines, BMR lowering springs, (reserved for definite future MODS)
OmniCamaro is offline   Reply With Quote
Old 07-06-2017, 06:04 PM   #3
InFiD3ViL

 
InFiD3ViL's Avatar
 
Drives: 2010 CGM 2SS L99
Join Date: Sep 2016
Location: Spring Hill, FL
Posts: 1,458
I cannot get enough of Freiburger. Really smart guy.

I wish they were able to release these more frequently. Engine Masters & Roadkill are fantastic.
__________________
2010 Cyber Gray Metallic Camaro 2SS/RS L99 - Texas Speed Longtubes (Catless), Summit X-Pipe, Flowmaster Outlaw Axle Back (w/MBRP GFX Tips), Vararam OTR CAI, Mike Norris Gen2 Catch Can, Granatelli wires/AC Delco 41-110 Plugs, 160* Stat, Vitesse Throttle Controller, STOP-TECH Slotted/Cross Drilled Rotors w/Hawk HB453Z.585 Performance Ceramic Pads, ZL1 Leather Steering Wheel, ZL1 Add-Ons Wicker Bill Spoiler, SLP Front Splitter - Tune by DynoSteve
InFiD3ViL is offline   Reply With Quote
Old 07-06-2017, 06:52 PM   #4
sherob


 
sherob's Avatar
 
Drives: 2015 SW 1SS/RS 1LE
Join Date: Mar 2015
Location: Brighton, CO
Posts: 2,741
Thanks for these... great info and show!
__________________
“The Eagles and the Captain and Tennille ruled the airwaves, and we were the answer to it.” - Joey Ramone

http://www.camaro5.com/forums/picture.php?albumid=17325&pictureid=134228
sherob is offline   Reply With Quote
Old 07-06-2017, 08:15 PM   #5
Avenging Orange


 
Avenging Orange's Avatar
 
Drives: 2010 Inferno Orange 2SS/RS
Join Date: Apr 2010
Location: Clermont, IN
Posts: 2,496
Quote:
Originally Posted by Bo White View Post
Ive always recommended keeping intake duration below 230*
This is why:
https://youtu.be/9LTDHiUftlU


By what Ive seen on a street car 230* is the breakover point for the most part of losing too much bottom end and off idle torque for real good low rpm driving and ease of tuning.
This not always the case because of cam design tweaking and real good tuning but for the most part this is why.
__________________
2010 Inferno Orange 2SS/RS M6 Black Leather,Sun Roof, OBX Headers, Haltech CAI , non synthetic fluids, Mike Norris tuned 419/413
2015 Ford Interceptor// 2007 Ford F150 XLT 4X4
Avenging Orange: 40 years of not buying into the Hype........and damn proud of it!!
Avenging Orange is offline   Reply With Quote
Old 07-06-2017, 10:24 PM   #6
BFASTNOTLAST

 
BFASTNOTLAST's Avatar
 
Drives: 2012 SS LS3
Join Date: Mar 2012
Location: Denver NC
Posts: 1,403
Coughing... clearing my throat over here.....

Cant wait for fest!
__________________
BFASTNOTLAST is offline   Reply With Quote
Old 07-07-2017, 08:35 AM   #7
Dons 10SS
 
Drives: 2010 Camaro 2SS/RS M6
Join Date: Apr 2011
Location: MO
Posts: 41
Thanks for sharing the link.
__________________
2010 2SS/RS M6 SIM Pedders Coilovers , Sway Bars & Cradle Bushings. Lowered 1-1/4. GFX Pkg. Led Fog Lights & Side Markers. CAI. DT gCat Back Exhaust. Heritage Grill.
Dons 10SS is offline   Reply With Quote
Old 07-07-2017, 11:00 AM   #8
Olddudesrule
Resident nomad
 
Olddudesrule's Avatar
 
Drives: 2014 Summit White 1SS/1LE
Join Date: Nov 2015
Location: Gilbert, AZ
Posts: 1,776
Freiburger rules! Love that they dumb it down for us shade trees.
__________________
Sold:
2007 Z06
2002 Viper GTS/ACR
2003 Z06
1965 FFR Cobra
2012 Nissan 370Z

ADM LSA Stage II, Roto-Fab CAI, Kooks LTH/HFC's, Phastek CC, ported TB, Mishimoto radiator and oil cooler, BC Racing ER Series CO's, JPSS 32mm Black Magic rear bar, JPSS front inserts, R1 Concepts Premier slotted rotors/Goodrich SS lines, Schroth ASM harness, MGW flatstick, Brey-Krause HB, Tuned by NicD, at Cordes Performance Racing.
Olddudesrule is offline   Reply With Quote
Old 07-08-2017, 11:18 AM   #9
christianchevell
old school chevy rodder
 
christianchevell's Avatar
 
Drives: 2013 2SS/RS Manual,DM exhaust,CRT
Join Date: Jul 2012
Location: Oregon
Posts: 5,082
Most ramping on a roller camshaft is much wider than a flat tappet cam helping out the roller, what they call high lift is more inline with the stock camshaft in the ls engine in its specs as far as lift though the stock bumpstick has a lot of LSA and low duration I would just like to point out. They also don't go into adding advance into the LSA or other important things to consider, but they are good at doing a comparison. Choosing a milder cam for the street myself is a choice I made until I have money for other supporting mods as yes Money matters, better anything can so much add costs.

As far as the lifts most use for a mild LS camshaft the .600 and just under area for intake and lessor for the exhaust for lift along with longer duration for the exhaust to clear out the gases is the case for a good daily driving cam shaft as far as torque curve and the engine vacuum but comparatively many will not notice much difference IMO in the drivability with a larger cam unless its much larger...
much larger as most LSA are pretty close in cams, their duration was Huge in the test more inline with a stroker cam shaft for the "larger" cam even beyond what Tick calls the Polluter cam and I believe the duration to be in excess for the lift often a thing people do for a tight LSA to get a more healthy flow and more exhaust sound with the lope.
I daily drive my car, I wanted low end grunt and went milder than my last cam with its more duration and higher lift and tight LSA. I did stroke it though and the low end torque makes all the difference in the world where I drive on the street and its easier on the valve train. The difference in driving feel though from a 235/239 .629/.623 112 lsa to a now 228 / 234 .613/.578 114+4 is damn near not felt....IMO But not just reaching for the high end HP I desire more friendly until I can afford better as in intake; airforce , maybe ls7 small bore heads for the intake also a must and a 102 other than that I will stay with the stock CNC ported because its cheaper by far and may just have to be with a fast intake for the results costs so much more.... but either way I go the cam will be a stroker cam that can use the much larger duration in a way to get the flow into the larger chamber made by stroking without going insane on lift and spring pressure and I imagine it will sound even healthier and of course the numbers will rise but shifting all the power to the top end.....Not Really that useful for the daily driver /street strip car, and as that tests shows .....the torque did not change that much and that's what moves you in a heavy Chevy.

Just my rambling, have a nice day good clip Bo. And yes I will take having higher torque than my HP any day..LOL Its totally a different beast with a stroking versus just camming the heck out of it.
__________________
2013 2SS/RS LS3 M6 ,CRT, NPP, Forged 428 ls3 stroker, GMPP ported heads, Katech chain, Mast windage, Cam Motion Cam, trunnion upgrade, Stainless Power headers HFC, CAI w/kit, Vmax PTD, Fluidampr25% udp, LPW diff cover, BMR strut brace,trailing arms, toes, bushings, Rocket racing wheels,Toyo Proxes 4+, elite catch can, clutch reservoir, dash/body LED, DRL rewire, Sparks billet badges, Forza 3way, tint, MRT louvers, ZL1 spoiler, MGW short throw, Monster dual LT1S clutch, bleeder, support, high vol pump, Speed hut shift light, ACC flames stripes, Driven ls30 oil, NGK TR6IX , Granatelli wires.

Last edited by christianchevell; 07-10-2017 at 07:32 PM.
christianchevell is offline   Reply With Quote
Old 07-09-2017, 11:46 AM   #10
Moto-Mojo
Fast Cars and Old Guitars
 
Moto-Mojo's Avatar
 
Drives: 2015 2SS RS (L99, baby!)
Join Date: Apr 2012
Location: N. CA
Posts: 2,203
Great cams 101 for us novices. Do they have any vids explaining VVT?
__________________
"I don't want to belong to any club that would accept me as a member" - G. Marx
Moto-Mojo is offline   Reply With Quote
Old 11-17-2017, 09:44 AM   #11
gmcvt
 
gmcvt's Avatar
 
Drives: 2010 Camaro SS
Join Date: Nov 2015
Location: Tn
Posts: 189
Bo, are you saying 230 in the context of stock CI? Wouldn't that number change a bit if we were talking about 416 CI, because all things being equal, VE would be better at low speeds? Then again, I guess that would still be dependent to some degree or another on the cylinder head being used, among other things.
__________________
"Jesus said to them: I am the way, the truth and the life and no one comes to the Father except through me" John 14:6
2018 Mustang GT A10
*SOLD*2010 Camaro 2SS/RS M6 Silver- CAI, Bo-body, VRSP-2 cam, Kooks 1 7/8 Lt's w/cats, Magnaflow street CB(15089), QTP ovals, Elite can, Vengeance Racing tune. 472hp/6100 443/4800, Pegasus shifter bushings, JPSS radius bushings.
gmcvt is offline   Reply With Quote
Old 11-17-2017, 05:24 PM   #12
Bo White


 
Bo White's Avatar
 
Drives: 2010 Summit White 1SS
Join Date: Feb 2012
Location: Vance Alabama
Posts: 6,966
Correct the larger the engine is the more duration ypu can run with good low end power.
Bo White is offline   Reply With Quote
Old 11-18-2017, 10:15 AM   #13
gmcvt
 
gmcvt's Avatar
 
Drives: 2010 Camaro SS
Join Date: Nov 2015
Location: Tn
Posts: 189
So that would be true assuming either same or similar cylinder head flow characteristic, right? (ie....purchasing a stroker short block and re-using LS3 heads). But if you went to an aftermarket cylinder head with a larger(need to quantify that) cc intake runner, would you effectively be back to your original point. In other words, again, depending on the design and size of the cylinder head, if the larger cylinder head has less velocity at low lift due to its additional size, would you not find yourself back in the same position that you were highlighting? I hope that makes sense. And I realize that I'm kinda stepping into a HUGE gray area here but Im just looking at the general principle.
__________________
"Jesus said to them: I am the way, the truth and the life and no one comes to the Father except through me" John 14:6
2018 Mustang GT A10
*SOLD*2010 Camaro 2SS/RS M6 Silver- CAI, Bo-body, VRSP-2 cam, Kooks 1 7/8 Lt's w/cats, Magnaflow street CB(15089), QTP ovals, Elite can, Vengeance Racing tune. 472hp/6100 443/4800, Pegasus shifter bushings, JPSS radius bushings.
gmcvt is offline   Reply With Quote
Old 11-18-2017, 10:20 AM   #14
Bo White


 
Bo White's Avatar
 
Drives: 2010 Summit White 1SS
Join Date: Feb 2012
Location: Vance Alabama
Posts: 6,966
Yes. Gray area.
Bo White is offline   Reply With Quote
 
Reply

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


All times are GMT -5. The time now is 10:05 PM.


Powered by vBulletin® Version 3.8.9 Beta 4
Copyright ©2000 - 2018, vBulletin Solutions, Inc.