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Tick Performance Turbo Stage 2 V2 Camshaft for LS1 & LS6 Engines
Ghost Cam Lope Tune Customer asked for a simulated long duration cam idle. He liked it! Haha that sounds pretty good. What exactly have you changed? I've been playing around with mine,but I havnt had results as good as that. Interpolate from first entry to first constant value. Repeat for remaining tables.
Subtract 10 from factory value. Enter value 5 less than new Proportional value. Goto Proportional Airflow table. Multiply Normal values x 1. Goto Integral Airflow table. Goto Target Idle Speed table.
Add 50 RPM to temperature stabilized idle speed cells. Cool sound but how's the surge at a stop light? Gray Ghost- The abomination. Finally finished. Not bad at the stop lights. It does shake a bit - enough to rock the car. This is a stock cam?? Originally Posted by Ben Charles.
Hmmm pretty cool I have played with the overspeed underspeed timing tables before to add in or subtract A LOT of timing below 75 rpm swings to do something similiar, but never on a stock cam. Problem is driveability usually suffers. Last edited by Ben Charles; at PM. No driveability issues! Any throttle application removes the timing swings.
Originally Posted by Roger Ramjet. This also aids traction on A6 cars with that deep 1st gear. I would like to try this. Can you explain 1 a little more clearly please?
For 4 and 5, I have several tables, adjust all of them? Last edited by hodge; at PM.Display Options. Already know the part number you need? Click here to enter them directly into your cart. If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly. If you are an international customer and would like to change the currency that prices are displayed in, you can do so here. What is this? Loading Today Estimated International Date Loading Today.
Stage 2 Pro LS Cam. Camshaft, Hydraulic Roller Tappet, Duration at. Duration, 0. Camshaft, Truck, Low Lift, Int. Overlap, Maximum Power, 4. Low Price Guarantee. We're so confident in our low prices, we offer a Beat-a-Price Guarantee: We'll beat our competitors' advertised prices on any identical, in-stock product proof of advertised price required! Vertical Navigation Horizontal Navigation.
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International delivery. United States delivery. Recent Vehicles. Refine results by: Current Vehicle Recent Vehicles. Recently Searched. Year Make CHEVROLET Model CAMARO CORVETTE SS. Show Recent Vehicles. X Welcome International Customers! Results 1 - 25 of View By Product Groups. Multiple Images Video. Large Image. Large Image Video.It's no secret that the new Gen III small-block is the hot engine in the performance aftermarket.
Everyone has been stuffing cams and manifolds into 5. We're planning to do our own 5. Last month, we ran a story on how all the 4. Of these four, the 5. That means it won't be long before this iron block, aluminum-headed small-block is filling the wrecking yards. We decided that this little engine deserved a little attention-along with a couple of camshafts, some ported cylinder heads, and an intake or two all under the careful attention of the guys at Lingenfelter Performance Engineering LPE.
It should be common knowledge that our friend John Lingenfelter passed away in December of But his performance legacy continues to thrive in the Decatur, Indiana, business that he began over 30 years ago. Since LPE has such a distinguished performance record with these Gen III engines, we asked them if they'd be interested in aerobicizing a 5.
Cress immediately suggested that we step it up and do the all-aluminum 5. LPE offers these brand-new engines for a decent price and it sounded like an outstanding idea. The plan for this month would be to test headers and a couple of camshafts to see how much power we could make. But that will have to wait until next issue. Power Add-Ons The production 5. The LPE baseline in this configuration used the traditional and more lenient aftermarket correction factor and generated hp and lb-ft of torque, which is right in line with the factory specs assuming a 5 percent differential between the two correction factors.
There may even be the advantage of a few extra ponies with an iron block compared to the aluminum version. Since the motor is only ci, these are a little bigger than would probably be best on the street, but they were the best headers available at the time of the test because most of LPE's work is with larger and more muscular LS1s.
Even with the slightly larger headers and street exhaust, the header swap was worth reasonable power throughout the entire curve.
Cam It Up Some may suggest at this point that we add a performance-style intake. According to the guys at LPE, their testing has shown that despite the truck manifold's pedestrian image, it's a great manifold, so we instead decided to bolt in a camshaft.
This is still using the stock 1. Since we were adding a more aggressive camshaft to the mix, Dyno Bob also swapped the stock beehive springs for a set of Comp Cams performance LS1 beehive springs just to handle the additional lift and rpm. One of the great things about the Gen III small-block is how easy it is to swap cams.Wild, lumpy cams may require degrees depending on the compression ratio, cylinder head port sizes, etc.
The optimum advance can only truly be found using a dyno, but another "cheater" method is to watch manifold vacuum levels. The goal is to run enough timing advance that you obtain the highest manifold vacuum level at the lowest engine speed possible. You can keep sneaking the idle timing advance forward while monitoring the above parameters to see where you reach a point of diminishing returns.
Be careful when adding timing advance at idle and only add a little at a time.
Add 100 HP to Gen III Small-Blocks
If you try adding timing advance and nothing changes, stick with the lower value. It's not easy to get a big cam to idle smoothly at RPM but it may be possibleso you want to go for something easy first. For example, if you have a cam that's between stock size and degrees intake duration, try an initial target idle speed of RPM.
Note that these idle speeds are for the engine idling at normal operating temperature. A cold engine will generally require an idle speed of RPM greater than an engine at normal operating temperature, so be sure to set your target idle speed table accordingly.
You'll come back and refine these values later, once you've gone through the steps below. STEP 3. As your engine has electronic throttle control ETCthink of this parameter as the idle set screw on a carburetor, only this offers you far more control.
Most E38 and E67 calibration files are similar this way. Since we're tuning for idle only, don't worry about anything above 1, RPM for now. The stock values in the table are usually around 8. The trick here is to increase these values gradually until the engine can maintain the target idle speed you've selected without forcing the ECM to add or subtract ignition timing, and of course without requiring you to hold the throttle pedal off idle.
If the commanded ignition timing is 16 degrees or whatever you chose in Step 1 and you see that the ECM is idling with degrees of idle timing or several degrees more than your commanded valueyou need more air flow, and thus a higher value in the Airflow Minimum table. The goal is to arrive at the values that allow the engine to idle smoothly at the target idle speed without the driver pedaling the throttle to maintain idle speed.
Be careful not to add too much air through this table, otherwise the ECU will always pull ignition advance to lower the hanging idle speed. This will also result in a hanging idle when decelerating. Once you've got this sorted out and the engine can idle fine without the driver depressing the pedal to maintain idle, note the values you've arrived at and modify your Startup Airflow table accordingly.
The bigger the cam, the more airflow you may need in the Startup Airflow table to get the engine to start instantly on the first attempt. In otherwords, the spread between the Airflow Final Minimum table and Startup Airflow table may need to be greater the bigger the cam profile.The crazy times we live in as gearheads.
Today, having ponies to destroy your tires with is about as special as going to Walmart. But the great thing about the LS platform, and in particular the LS3 and its factory horsepower rating ofis that stock is just the starting point. The kits consist of heads, cam, long-tube headers, and high-flow catalytic converters. The Antivenom crew had the install done in a day and the car back on the dyno to measure the results. We were somewhat shocked by the baseline test, as most LS3s put at least hp to the wheels.
On the Anitvenom Dynojet chassis dyno, it made hp and lb-ft torque. The first step after letting the engine cool was unbolting and removing the factory iron exhaust manifolds. After removing the factory airbox assembly and disconnecting the fuel lines, the intake manifold is unbolted and removed. With the intake out of the way, the ignition coil assemblies are unplugged and removed, the valve covers unbolted, and then the factory rocker arm assemblies are taken off the stock heads.
For earlier cars with hydraulic assist power steering, the pump will be unbolted and set aside. From the factory, all LS engines come with torque-to-yield head bolts, which can only be used once.
The Trick Flow heads come fully equipped with high-performance dual valvesprings. The Trick Flow heads are taller than stock LS3 heads, with revised intake ports that have a straighter shot at the intake valve. This kit replaces the factory trunnion and uncaptured needle bearing assemblies with a full circumference trunnion and fully captured needle bearing assemblies. Under high-horsepower and extreme-duty conditions, sometimes the factory rockers will eject their needle bearings into the engine, which can potentially damage the oil pump or anything else the oil flows through.
Back to the engine, with the heads off, the radiator and water pump are removed, followed by the harmonic balancer. Then the timing cover can be unbolted for the cams swap. Before the cam sprocket can be removed, the factory tim-ing chain tensioner has to be pinned back to relax the chain. After the sprocket is unbolted from the cam and removed, the cam retainer plate is unbolted from the block so the cam can be removed.
Out comes the cam. With the extra flow capability of the new Trick Flow Gen X heads, swapping to a bigger cam only makes sense to get more power out of the engine.
The Trick Flow cam that comes with the kit specs out at 0. Now we can set the new Trick Flow heads in place. Even though they feature revised intake ports and the head itself is taller than stock, the factory intake will still bolt down with no problems.
Also included with the kit is a set of fresh, factory-style head bolts. The Trick Flow heads are torqued down to factory spec. Because the new heads are taller, they require longer-than-stock pushrods. The kit comes with a set of one-piece, heavy-wall 0. Stiffer than the factory pushrods, these pushrods will enhance valvetrain stability especially at high rpm because they have less flex. With the heads in place, we can install the exhaust upgrades. With the factory manifolds gone, next up is removing the factory cat assemblies from each side.
Another part of the kit is this extension plug for the wiring that goes to the oxygen sensors. Because of the long-tube headers, the oxygen sensor mounting points are moved rearward, requiring the wiring extension. With the cam in place, we can reinstall the valvetrain. First are the new Trick Flow rocker arm stands, included with the kit. The factory rocker arm stands will not work on the Trick Flow heads, so you have to use these new ones.
But they will accept the factory rocker arms, along with aftermarket rockers as well.BTR LS. GM Rear Sump oil pan kit 4. Advertised Duration int. It will spool quickly and minimizes reversion caused by high turbine inlet pressures. It has state-of-the-art lobe designs stable to well over rpm with as little as lbs. Summit Pro LS cams are designed for engines swapped into pre-pollution controlled vehicles. They are not for use in registered emissions-controlled vehicles operated on public highways and roads.
Quantity Sold individually. Valve Springs Required Yes. California Air Resources Board regulations, once your order is placed you will be required to answer certain questions pertaining to the application of this product.
Please be aware that additional contact from Summit Racing will take place within 24 hours of your order that will require your response before your order is released. Vehicle Fitment. Please see the "Compatibility" link at the top of the listing if available. Please reach out to us via the eBay member-to-member messaging system prior to placing your order to verify fitment.
Sales Tax. Please Click on the "Read More" link for additional details about this item. Thank you, Summit Racing Equipment. The World's Speed Shop Since Vehicle Fitment Please see the "Compatibility" link at the top of the listing if available.
Shipping Please see the "Shipping and Payment" tab or the top of the listing for shipping costs. We use UPS and Fedex for most orders. We are unable to guarantee a specific carrier. To avoid delays, we ship the order from your nearest stocking warehouse. This means orders may arrive in multiple boxes or at different times. Immediate Payment is required on all listings - please use the eBay cart for multiple purchases.
All orders ship with an itemized invoice. We are unable to send an order without an invoice. These are redeemable only on our website.If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly. If you are an international customer and would like to change the currency that prices are displayed in, you can do so here. Image is a representation of this item.
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Camshaft, LS1/LS6 Hot Cam Kit GM, Includes Cam and LS6 Valve Springs
Part Type: Camshafts. UPC: Cam Style: Hydraulic roller tappet. Intake Duration at inch Lift: Exhaust Duration at inch Lift: Duration at inch Lift: int. Advertised Intake Duration: Advertised Exhaust Duration: Advertised Duration: int. Lobe Separation degrees : Camshaft Gear Attachment: 3-bolt. Computer-Controlled Compatible: Yes. Valve Springs Required: Yes. Although a stock converter can be used, a rpm stall converter is recommended.
It also works great as a turbo cam. It has state-of-the-art lobe designs stable to well over rpm with as little as lbs. Quantity: Sold individually. Summit Pro LS cams are designed for engines swapped into pre-pollution controlled vehicles. They are not for use in registered emissions-controlled vehicles operated on public highways and roads.
The Summit Racing Pro LS Automotive cams are affordable and designed in stages with very specific cam timing for each individual application and come in Cathedral and Rectangle port versions.