Cam for TB-SS; 6.0L
06-18-2006, 08:25 PM
#1
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Cam for TB-SS; 6.0L
Let's talk cams for the Trailblazer-SS.
6.0L LS2 Engine
AWD
Stock Stall (and I'm keeping it): ~2100rpm
Want to rev to 6300-6400rpm, no higher.
Looking for something that gives a healthy dose of improved low & midrange torque, peaks around 5800-5900rpm & is able to hold the power past peak (hence then a shiftpoint of 6300-6400rpm). Bear in mind that cams used in the 4.8/5.3 will behave "smaller" in the 6.0L, shifting the hp/tq peaks lower.
Losing low-end torque is unacceptable. I am keeping the stock stall. Needs to have a very quiet & stocklike idle (wife usually drives the truck).
Mods to complement: AFR205 heads & StainlessWorks longtubes into the factory catback. I will adjust the quench & cut the heads as necessary to run a ~8.6:1 DCR.
Daily driver; tow about 2000lbs in the winter. I am NOT looking to install the biggest and most aggressive cam; just something to boost its abilities to launch and pull harder.
Would like to hear some of your thoughts and suggestions....
6.0L LS2 Engine
AWD
Stock Stall (and I'm keeping it): ~2100rpm
Want to rev to 6300-6400rpm, no higher.
Looking for something that gives a healthy dose of improved low & midrange torque, peaks around 5800-5900rpm & is able to hold the power past peak (hence then a shiftpoint of 6300-6400rpm). Bear in mind that cams used in the 4.8/5.3 will behave "smaller" in the 6.0L, shifting the hp/tq peaks lower.
Losing low-end torque is unacceptable. I am keeping the stock stall. Needs to have a very quiet & stocklike idle (wife usually drives the truck).
Mods to complement: AFR205 heads & StainlessWorks longtubes into the factory catback. I will adjust the quench & cut the heads as necessary to run a ~8.6:1 DCR.
Daily driver; tow about 2000lbs in the winter. I am NOT looking to install the biggest and most aggressive cam; just something to boost its abilities to launch and pull harder.
Would like to hear some of your thoughts and suggestions....
06-18-2006, 08:38 PM
#2
17,16,15,14,13,12,11 Drvr
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I think the 216 220 but here is a link to cam stuff.
https://ls1tech.com/forums/showthread.php?t=327734
https://ls1tech.com/forums/showthread.php?t=327734
06-18-2006, 10:33 PM
#5
If you are going to stay normally aspirated why would you drop the compression ratio to 8.6 to 1?? You have a 10.9 to 1 compression ratio right now, the AFR Heads will have to be milled to retain the stock size combustion chamber size (AFR will do the milling to 64cc's for an extra $100.00). Your rev limiter right now should be set to 6600 RPM's and you will want to keep the automatic shift points about 400 RPM's below your rev limiter. I have a few cam profiles that I have been working on for the LS2 that I would be more then glad to discuss with you if you want to talk cams and power adders.
06-19-2006, 05:58 AM
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Originally Posted by Soon2bSpooled
you could go with a 210/218 comp cam high lift
Originally Posted by 2005SSR6Speed
If you are going to stay normally aspirated why would you drop the compression ratio to 8.6 to 1?? You have a 10.9 to 1 compression ratio right now, the AFR Heads will have to be milled to retain the stock size combustion chamber size (AFR will do the milling to 64cc's for an extra $100.00). Your rev limiter right now should be set to 6600 RPM's and you will want to keep the automatic shift points about 400 RPM's below your rev limiter. I have a few cam profiles that I have been working on for the LS2 that I would be more then glad to discuss with you if you want to talk cams and power adders.
My **Dynamic** Compression Ratio will be about 8.6:1; SCR will likely still hover right around 11.0:1 (unmilled AFR205s @ 66cc's, .045" HG thickness). This motor will be snappy; with the tight quench and the high DCR the responsiveness ought to be really good.
Rev limiter isn't the big deal; I don't want to spin the motor much past 6300rpm shift-points. With that much HP, higher shift points past 6k severely affect the longevity of the tranny.
And of course, I definitely would like to hear your thoughts on the cam profiles, although I am staying N/A.
06-19-2006, 06:07 AM
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Originally Posted by Quik
you got some CR go with a TSP Tv2 similar seutp to what i run as in motor
Thanks for the suggestion, though.
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06-19-2006, 07:55 AM
#8
I didnt catch the Dynamic Compression Ratio, I was only thinking Static. I have a 1 track mind sometimes.
I think that you will need to have an LSA of at least 117-118 in order to maintain idle and pass smog without problems. By having the higher LSA you will be able to keep your stock torque converter and add more duration and lift. I would recommend a 117-118 LSA with 224 Duration and .591 Lift. You will need a better set of Valve Springs like the Comp Beehive 918 and Titanium Retainers. This cam will be real strong normally aspirated and also be a monster cam for the MagnaCharger later, if you so decide.
The Cam above will be a special grind that you can have done at Comp for about $395 then you should use a Double Roller Timing Chain, Ported Oil Pump, Oil Pump Spacers, Comp 918 Springs, Titanium Retainers and a set of 1.7 Ratio Shaft Rockers to top it off.
That Transmission will be the weak point in the build. The 05-06 SSR Automatics are finding that out real fast once they start to mod. The Torque Management alone makes a huge difference with the LS2's. If you can get a transmission built by FLT (Stage 4 or 5) you could remove the Torque Management.
I think that you will need to have an LSA of at least 117-118 in order to maintain idle and pass smog without problems. By having the higher LSA you will be able to keep your stock torque converter and add more duration and lift. I would recommend a 117-118 LSA with 224 Duration and .591 Lift. You will need a better set of Valve Springs like the Comp Beehive 918 and Titanium Retainers. This cam will be real strong normally aspirated and also be a monster cam for the MagnaCharger later, if you so decide.
The Cam above will be a special grind that you can have done at Comp for about $395 then you should use a Double Roller Timing Chain, Ported Oil Pump, Oil Pump Spacers, Comp 918 Springs, Titanium Retainers and a set of 1.7 Ratio Shaft Rockers to top it off.
That Transmission will be the weak point in the build. The 05-06 SSR Automatics are finding that out real fast once they start to mod. The Torque Management alone makes a huge difference with the LS2's. If you can get a transmission built by FLT (Stage 4 or 5) you could remove the Torque Management.
Last edited by leftcoast32; 06-19-2006 at 08:09 AM.
06-23-2006, 07:07 PM
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Originally Posted by 2005SSR6Speed
I didnt catch the Dynamic Compression Ratio, I was only thinking Static. I have a 1 track mind sometimes.
I think that you will need to have an LSA of at least 117-118 in order to maintain idle and pass smog without problems. By having the higher LSA you will be able to keep your stock torque converter and add more duration and lift. I would recommend a 117-118 LSA with 224 Duration and .591 Lift. You will need a better set of Valve Springs like the Comp Beehive 918 and Titanium Retainers. This cam will be real strong normally aspirated and also be a monster cam for the MagnaCharger later, if you so decide.
The Cam above will be a special grind that you can have done at Comp for about $395 then you should use a Double Roller Timing Chain, Ported Oil Pump, Oil Pump Spacers, Comp 918 Springs, Titanium Retainers and a set of 1.7 Ratio Shaft Rockers to top it off.
That Transmission will be the weak point in the build. The 05-06 SSR Automatics are finding that out real fast once they start to mod. The Torque Management alone makes a huge difference with the LS2's. If you can get a transmission built by FLT (Stage 4 or 5) you could remove the Torque Management.
I think that you will need to have an LSA of at least 117-118 in order to maintain idle and pass smog without problems. By having the higher LSA you will be able to keep your stock torque converter and add more duration and lift. I would recommend a 117-118 LSA with 224 Duration and .591 Lift. You will need a better set of Valve Springs like the Comp Beehive 918 and Titanium Retainers. This cam will be real strong normally aspirated and also be a monster cam for the MagnaCharger later, if you so decide.
The Cam above will be a special grind that you can have done at Comp for about $395 then you should use a Double Roller Timing Chain, Ported Oil Pump, Oil Pump Spacers, Comp 918 Springs, Titanium Retainers and a set of 1.7 Ratio Shaft Rockers to top it off.
That Transmission will be the weak point in the build. The 05-06 SSR Automatics are finding that out real fast once they start to mod. The Torque Management alone makes a huge difference with the LS2's. If you can get a transmission built by FLT (Stage 4 or 5) you could remove the Torque Management.
I have a similar cam in my Firehawk - 224/224 .581" 114LSA +2 advance on XE-R lobes; M6 tranny. Unfortunately, there's no way in heck that this cam would run well with a stock 'verter in an SS, and with an LSA of 117-118 it'll have to rev to 7k rpm for peak power. My Firehawk has peak tq at 5250rpm and peak hp at 6450rpm - again, that's with a 114LSA & 2 advance There's minimal low-end with it as well; not a good application for a truck weighing 1200# more & a stock stall...
Emissions aren't a problem (N/A in my area), and for a good idle I'm looking to keep overlap no greater than -10.
06-23-2006, 07:46 PM
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Originally Posted by 02RedHawk
Even on a 114 LSA, 5-degrees of overlap is waaay too much; this won't idle anywhere close to stock. XE-R lobes aren't be best choice for a DD, and it also peaks way too late.
Thanks for the suggestion, though.
Thanks for the suggestion, though.