Finally got to drive my Camaro!

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Originally Posted By: clinebarger
Originally Posted By: OVERKILL
You going to put a cam in it? It makes 403HP stock, which is pretty darn good by itself IMHO.


I have to, My Gen 3 (P59) PCM cannot control the VVT Cam Phaser, & the Cam Sensor Relutor is 4X, Where I need a 1X signal. The only 1X Cam Gear available is a 3-bolt design vs the 1-bolt VVT Cam.



Gotcha. Sounds like you've got a fair bit of work ahead of you but the results should definitely be worth it
thumbsup2.gif
 
Originally Posted By: SteveSRT8
Beautiful deal on a hot stock engine! The torque will be astounding, hope the rest of the driveline is up to it.


It should be OK for now, I'm not going too run Drag Radials 'til I get Subframe Connectors & a stronger Differential, The 4L65E has about every mod available, But I am considering a 4L80E & selling the 4L65E.....Bet I can make some money on that deal.
 
Nice, any time table for completion? At least there's no hurry plus mild winters in Texas to keep working.
 
Brian Tooley/PAC Dual Valve Springs, Good for .625" Valve Lift, 150# seat load, 400# open load.
Tool Steel Retainers, I don't like Titanium Retainers in street engines, (I've seen what spring steel does too them)





 
The used Comp XER273HR Camshaft, I'm going too Advance it from the "Installed Spec" of 112 degrees & Install it at 110 Degrees Intake Center Line.

I wish it had more Duration Split! Has 224 Intake & 230 Exhaust. 234-236 on the exhaust would be better. Unlike LS3's, L92's have Exhaust Valve Reliefs so I can get pretty crazy with the Exhaust Valve Timing.

 
Hinson Motorsports "C7-R" Timing Chain, Made by JWIS/IWIS in Germany, They are the outfit that makes Timing Chains for C5R/C6R Corvette 427's built by Katech Engine Development, It is identical too the Katech "C5-R" Chain besides the Seemless Rollers.

I don't mess around with Timing Chains on aggressive cam-high spring load-high RPM LS engines, I have seen what a Timing Chain failure can do too an engine at 6900 RPM.



 
LS3 Timing Chain Cover (VVT Delete)
LS2 Cam Gear (1x Conversion/VVT Delete)

LS2 Timing Chain Dampener, Reduces "Chain Slap", Better than the Failure Prone Spring Loaded Tensioner on 2007 & later engines (2012 HO VVT 5.3L shown for reference)







 
Sweet. I am totally with ya on the carefully chosen timing components. Cams introduce tons of interesting harmonics and can chew up a timing chain and or gears quickly if not designed for the application.

That two degrees of cam timing sounds very subtle but may yield some real torque. This thing is going to jerk your neck pretty good!
 
Originally Posted By: SatinSilver
Nice, any time table for completion? At least there's no hurry plus mild winters in Texas to keep working.


Hoping too have the engine in by Christmas, Dyno-Tuned by the 1st of the year.

Originally Posted By: ls1mike
Good stuff man looks awesome!


Thanks Mike!


Originally Posted By: SteveSRT8
Sweet. I am totally with ya on the carefully chosen timing components. Cams introduce tons of interesting harmonics and can chew up a timing chain and or gears quickly if not designed for the application.

That two degrees of cam timing sounds very subtle but may yield some real torque. This thing is going to jerk your neck pretty good!


Yes! Pay now or Pay more later!

I just have to double check the Intake Valve to Piston Clearance, I doubt I will have issues with sub-.600" Valve Lift
 
LS3 Hollow Intake Valves, They weigh 90 Grams compared to the 120 Gram Solid L92 Intake Valves, Lighter Valves equal Better Valve Control & helps with the weight penalty of the Tool Steel Retainers.

 
90mm Throttle Body off a 2010 L99 (Same TB as a LS3), Got it free from work because it was cracked where the air intake clamps down. Had it welded...My welder said not too bring him another.....The cast aluminum had a lot of soaked in contaminates & he had a tough time.

I only have pics of after I cleaned up the weld. I also have the 87mm L92 TB but I like the look of the L99/LS3 TB.



 
You did well to get an L92 for $2k. GM L92 and LS3's are very desired on the used engine market these days. I've been looking for an LS3 for my Camaro, and even used ones cost about as much as a new crate engine. My LS1 is getting very long in the tooth at 253,000 miles, and I'm itching to replace it. Oil consumption has gotten so high, I'm thinking about putting it on the "perpetual OCI" and only changing the filter every 10k miles.

The big valve small blocks definitely prefer higher duration splits from intake to exhaust than their smaller valve brethren. 12 degrees is probably par, so the cam you have will probably be weak on top end power. And running it in the advanced position will help low end torque. I'm guessing that it will run great up to 5500-5700 rpm.
 
Originally Posted By: A_Harman
The big valve small blocks definitely prefer higher duration splits from intake to exhaust than their smaller valve brethren. 12 degrees is probably par, so the cam you have will probably be weak on top end power. And running it in the advanced position will help low end torque. I'm guessing that it will run great up to 5500-5700 rpm.


Since the engine is easily capable of 6000 rpm all day long in stock form he will be right in the sweet spot for sure.

IME here the thing he needs to do is keep the final drive tall enough so that torque monster can rage against it. It won't need short gearing and will likely be very economical in normal cruising, too. Just a bit of converter to get it to the bottom of that HUGE torque curve. I have seen these motors with similar setups easily exceed 450 foot pounds...
 
Originally Posted By: A_Harman
You did well to get an L92 for $2k. GM L92 and LS3's are very desired on the used engine market these days. I've been looking for an LS3 for my Camaro, and even used ones cost about as much as a new crate engine. My LS1 is getting very long in the tooth at 253,000 miles, and I'm itching to replace it. Oil consumption has gotten so high, I'm thinking about putting it on the "perpetual OCI" and only changing the filter every 10k miles.

The big valve small blocks definitely prefer higher duration splits from intake to exhaust than their smaller valve brethren. 12 degrees is probably par, so the cam you have will probably be weak on top end power. And running it in the advanced position will help low end torque. I'm guessing that it will run great up to 5500-5700 rpm.



Good luck with your search! I agree, The market is crazy! You would think that Gen 3 engines & early Gen 4's like the 24x LS2 would be coming down in price.....But there still high.

I would just order a custom spec cam from Cam Motion......But I am "trying" to adhere too a budget, Which is not working out very well.

Just curious.....What are you going too do about the 24x vs 58x issue?






Originally Posted By: SteveSRT8

Since the engine is easily capable of 6000 rpm all day long in stock form he will be right in the sweet spot for sure.

IME here the thing he needs to do is keep the final drive tall enough so that torque monster can rage against it. It won't need short gearing and will likely be very economical in normal cruising, too. Just a bit of converter to get it to the bottom of that HUGE torque curve. I have seen these motors with similar setups easily exceed 450 foot pounds...


3.42:1 & a 3200 Stall (The 5.3L is only able to "Flash" it too 2900) We will see what the 6.2L can flash it too!!
 
Last edited:
Tested the "X-Link" Throttle Body Interface Module, Allows use of a "Late" 6-Pin TB in place of the 8-Pin "Mid-Year" '03-'07 TB's.
Tested good & has Full Throttle.



 
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