Unreal

Nothing wrong with 402 ls2 setup. That would be great.

I know of a local 416 ls3 making ~1020rwhp, no issues. There is also a local forged piston rod ls3, in fact several making 1100+ no issues. They beat the crap out of them. I've never seen a car beat on more than the one and it is holding together no issues and is now 1300+ on stock ls3 block.

Mookster

Do you know how long they been boosted on those motors?

I researched and i find ppl making good power on forged LS3 motors but i never really know how long those motors lasted or if they are still going...

Unreal

They are all still going.

If you can swing it you could just do a RED/ERL sleeved block if that is the only concern is wall thickness.

old motorhead

I wonder how many motors GMPP could sell if they did an LS3 long block with forged pistons, forged rods, stock LSA heads with a compression ratio of 10.5:1. About now, I'd buy one....just to keep in stock for future "developments".

Mookster

I've decided to go with LME guys.

Quick question...can some of you share your cam specs please?

LME was thinking 242 246 dur. @ .050" .650" .650" on a 116 +4

Also, are cam specs different for blower and turbos?

Thx

Realfast86

That for a blower or turbo?

Mookster

Well, unlike most of you guys im yet to figure that out. Im working on getting a custom single turbo

...but blower is my back up....

is there one cam that could fit both?

realcanuk

LME is a great choice.

LME built my short block but my cam was spec'd by Pat G. I suppose LME can spec one just as well as long as they are taking your whole combination and preferences into account, and not just the motor.

I cant comment on your specs as I know nothing about the build but mine for my LS402 with eforce are....

226/246 610/637 119+3

I answered the questions Pat asked, and the results turned out to be great, and just what I wanted.

Mookster

LME said he will call me back tomorrow to talk more about specs...

But the specs he emailed seemed way too big...

I think i had 242/255 NA cam and sixth gear sucked

old motorhead

You don't need a gnarly, big, ill mannered cam with positive manifold pressure. That's the beauty of forced induction. Decent manners and really big power can exist in one package.

Realfast86

Cam Motion does allot of the cams for LME Kip over there is a great guy and knows his business the one he did for me based on using twins is 640/630 240/240 117lsa which i might tweak a bit but it should get the job done! there are lots of opinions on cams most will do the job though the big thing with FI is keep the overlap near or close to 0 and a wide LSA.

Unreal

Yes cams are different for turbos/blowers. Friends turbo cam for 1000rwhp tt LSX motor is a 232/232 116. My blower cam for same basic motor but blower is a 230/246. Blower cams typically have more exhaust while turbo cams are even or reverse split.

DillingerRadio

Lingenfelter built mine. Though, to be fair, it's the stock LS3 with new/upgraded internals to withstand the supercharger.

NASTY VETTE

REDLINE Motorsports hands down!!! Nice clean organized shop and great work. I dealt directly with the owner and never got the run around.

PRE-Z06

And a forged LSA crank
That cam only has 12* overlap @.050" which isn't going to be bad with a large cubic motor, if you haven't nailed down the combo then you can't tailor a cam to it.

I believe that's a fallacy of older turbo technology that was slower to spool, we built a 6.0 with twin 66/67 that made 1030 on ~18psi with a 248/254 114. Keep in mind a cam that has 0* overlap at .050" still has over 50* of actual overlap off the seat with the advertised duration of .006".

Not sure of your LSA, but all of the 6 TT 1000+hp and 2 supercharged builds we've done are similar or use bigger intake/exhaust durations than your blower cam with lsa's from 114-116. I choose a cam on what rpm range I want to make the engine the most efficient at/how I want the curve to look(powerband) and driveability, not just for peak power. Again I believe it's because of older cylinder head design that guys run single pattern or reverse split cams in turbos.
but it needs to have the right valve events so it stays efficient at higher rpms in evacuating the cylinder for a cleaner charge with the air being forced in