Don Terrill’s Speed-Talk

Seems like way to much cam for that deal, atleast to me it does. My buddys 416 ls3 head ls3 intake makes 530’s at the tire in a manual trans fbody thru a 9”. Its running a btr stroker cam which is i think 239/254 on a 114. It peaks at 6000 due to the ls3 intake but holds power to 6800. Smaller cubes and different intake it would peak alot higher

Orr89rocz wrote: ↑Thu Mar 29, 2018 6:36 pm Seems like way to much cam for that deal, atleast to me it does. My buddys 416 ls3 head ls3 intake makes 530’s at the tire in a manual trans fbody thru a 9”. Its running a btr stroker cam which is i think 239/254 on a 114. It peaks at 6000 due to the ls3 intake but holds power to 6800. Smaller cubes and different intake it would peak alot higher

Yeah. Im hoping for a considerably higher peak than that. Will likely end up in a bracket car with 5500 plus converter. 14.5:1. The cam wont be ordered for awhile. What would you recommend if it was yours?

Orr89rocz wrote: ↑Thu Mar 29, 2018 6:36 pm Seems like way to much cam for that deal, atleast to me it does. My buddys 416 ls3 head ls3 intake makes 530’s at the tire in a manual trans fbody thru a 9”. Its running a btr stroker cam which is i think 239/254 on a 114. It peaks at 6000 due to the ls3 intake but holds power to 6800. Smaller cubes and different intake it would peak alot higher

Thats pretty typical results for that kind of deal. Ported heads?

CGT wrote: ↑Thu Mar 29, 2018 9:37 pm

Orr89rocz wrote: ↑Thu Mar 29, 2018 6:36 pm Seems like way to much cam for that deal, atleast to me it does. My buddys 416 ls3 head ls3 intake makes 530’s at the tire in a manual trans fbody thru a 9”. Its running a btr stroker cam which is i think 239/254 on a 114. It peaks at 6000 due to the ls3 intake but holds power to 6800. Smaller cubes and different intake it would peak alot higher

Thats pretty typical results for that kind of deal. Ported heads?

No bone stock heads and ls3 efi manifold. A single plane that allowed higher peak would likely make more hp for sure but lose alot under 5500. No prob with a auto but hes a t56 6 spd. Been 10.45 at 131 at 3400 lbs shifting gears lol its got alot left cuz we have done little suspension tuning and had old 26” slicks

Maybe a cam more in the low mid 240’s for stock stroke but i am no ls expert. Lol. Just know the cam my buddy runs they make a bigger one that only picks up 10 at peak but loses alot down low. But again thats efi intake with long runners

Overflowz progress! Moo

Chad did you ever get a intake for this build?

steve316 wrote: ↑Thu Jul 05, 2018 5:34 pm Chad did you ever get a intake for this build?

Not yet. Cant make up my mind.. but it will most likely end up being a 2821 Edelbrock. The Mast and CID manifold are just out of budget.

JRWooton wrote: ↑Fri Feb 02, 2018 1:57 pm If you check out the PHR Jan '12 issue, these guys at D&A Machine in Georgia built a torque beast for the Engine Masters thing. IIRC, 580hp, 580 lb/ft. I called them last week. Said you could easily duplicate it. GMPP LS3 cnc'd heads at 750 ea, $2000 408 stroker kit, $250 intake, $600 carb, etc. What I liked about the motor was it was at 530 ft/lb at 2500RPM.
Just a suggestion.

Then are they really Engine masters? Or just a parts installer?

Cgt is actually going outside the box like real engine masters. Not buy a bunch of mediocre parts and assemble them. Get it?

Frankshaft wrote: ↑Thu Jul 05, 2018 6:59 pm Cgt is actually going outside the box like real engine masters. Not buy a bunch of mediocre parts and assemble them. Get it?

I appreciate the kudos, but im not sold on this thing being any kind of world beater. I dont have any sort of reference point to compare to on this one. But im certain i will learn and have some fun for not a fortune invested. . Im still open for suggestions btw.

As far as the 408 mentioned with the gmpp cnc heads etc. That stuff is a dime a dozen. That stuff runs "fine"....but those parts wont make 580lbs like mentioned. Not even close really.

First cam.

Why such a large split to the exhaust side? Are the LS heads that bad on the exhaust that you need to crutch them with a big split like on a CJ BBF head?

cgarb wrote: ↑Thu Jul 05, 2018 9:52 pm Why such a large split to the exhaust side? Are the LS heads that bad on the exhaust that you need to crutch them with a big split like on a CJ BBF head?

No.

CGT wrote: ↑Thu Jul 05, 2018 9:54 pm

cgarb wrote: ↑Thu Jul 05, 2018 9:52 pm Why such a large split to the exhaust side? Are the LS heads that bad on the exhaust that you need to crutch them with a big split like on a CJ BBF head?

No.

Care to elaborate? I'm learning here too. I'm interested because I have a coworker who is building an LS engine for in his Nova...

cgarb wrote: ↑Thu Jul 05, 2018 9:56 pm

CGT wrote: ↑Thu Jul 05, 2018 9:54 pm

cgarb wrote: ↑Thu Jul 05, 2018 9:52 pm Why such a large split to the exhaust side? Are the LS heads that bad on the exhaust that you need to crutch them with a big split like on a CJ BBF head?

No.

Care to elaborate? I'm learning here too. I'm interested because I have a coworker who is building an LS engine for in his Nova...

Well I dont claim to have absolutes, this cam may not run that great, but I thought it could teach me a few things about the next cam ill try.

Their were a few compromises made in order to have a cam that was suitable to grind into what I may want to try next. I also havent seen much of any alignment between ex flowz and duration requirements.

Will you be using adjustable valvetrain? Have you given any thought to a solid roller?