Cam swap girls
For the most part, it’s easier to design a cam for a specific combination of heads, intake manifold, and valvetrain that will always be used on a particular LS3.
However, it’s a lot more difficult to design a lobe for a cam that might see a wide variety of engine components; cylinder heads, intake manifolds, springs, and valves that might be mixed and matched.
It’s important to note that some of these factors are fixed, and others can be manipulated during installation.
The lobe separation angle is fixed and can only be changed by grinding a new camshaft, but the intake and exhaust centerlines can be affected by advancing or retarding the camshaft’s location in the engine with a multi-keyway timing gear set.
“That’s where some of the magic comes into play,” says Clay.
“These lobes were designed to be able to work with just about any combo, and they do it quite well.
It’s vital to find a tuner who really knows what they are doing, and often you’ll need to be willing to put in a significant investment into the time and cost of a correct tune.
Along the same lines, every driver’s definition of what is “streetable” will be different.
These profiles cover any application from a mild stocker to a hot street/strip engine.
The truth is that real-world test data is about the only way to get straight answers.
We sat down with Crane Cams and discussed all of these issues and how they relate to the LS series, and got an inside look at a cam comparison they ran on three of their most popular grinds for the LS3.
“It’s not so much that the exhaust is a bottleneck as it is that the intake works quite well,” says Clay.
“To get the most out of the motor, you’ll typically find with the rectangular port LS engines, LS3, L92, or even the LS7, it’s best to use more exhaust duration.” LSA, Overlap, Centerlines, and Their Relationship The connection between these three cam specs are among the most important factors in both power production and how your LS engine will behave.