[sr71bb]

Guys I am curious as to what cam was used in the highest HP stock block that you have personally seen??? What basically I am looking for is a naturally aspirated LT1 that makes between 580 and 600 RWHP.

I did a search but came up with nothing that really helps. I had a custom ground cam done that in THEORY should do that but what I am looking for is what someone has actually had personal experience in seeing that number in the REAL world LOL

I know LME and others had made as much as 800HP on a motor dyno with LT stroker motors but I an looking to do this 580-600 RWHP with a stock block. i already acquired some very good heads and am currently, running LT2 manifold, LT5 Throttle body, E85 and 2 inch KOOKS headers. Current power level is 475/480 HP/TQ with stock heads and cam.

THANKS

[s346k]

lots of different combos available for those power goals. i think the best thing you can do is get a custom grind from btr or cam motion or something. you'll have to provide information about the heads, so hopefully you have all of that on hand.

[LT1ornothing]

Originally Posted by sr71bb

Guys I am curious as to what cam was used in the highest HP stock block that you have personally seen??? What basically I am looking for is a naturally aspirated LT1 that makes between 580 and 600 RWHP.

I did a search but came up with nothing that really helps. I had a custom ground cam done that in THEORY should do that but what I am looking for is what someone has actually had personal experience in seeing that number in the REAL world LOL

I know LME and others had made as much as 800HP on a motor dyno with LT stroker motors but I an looking to do this 580-600 RWHP with a stock block. i already acquired some very good heads and am currently, running LT2 manifold, LT5 Throttle body, E85 and 2 inch KOOKS headers. Current power level is 475/480 HP/TQ with stock heads and cam.

THANKS

You will need to ditch the LT2 intake and LT5 throttle body if you have any hopes of reaching your goals. Are you M6 or automatic? Going to be easier M6 for your goal.Ported holley high ram, ported nick Williams 103mm throttle body with a Pray spec'd high ram cam or equivalent. A complete valvetrain to support it. Skip the cold air intakes, an over the radiator intake works best for max effort NA. Might need other little things like under drive pulley etc to get you there.

[Trochoidal]

Originally Posted by sr71bb

Guys I am curious as to what cam was used in the highest HP stock block that you have personally seen??? What basically I am looking for is a naturally aspirated LT1 that makes between 580 and 600 RWHP.

I did a search but came up with nothing that really helps. I had a custom ground cam done that in THEORY should do that but what I am looking for is what someone has actually had personal experience in seeing that number in the REAL world LOL

I know LME and others had made as much as 800HP on a motor dyno with LT stroker motors but I an looking to do this 580-600 RWHP with a stock block. i already acquired some very good heads and am currently, running LT2 manifold, LT5 Throttle body, E85 and 2 inch KOOKS headers. Current power level is 475/480 HP/TQ with stock heads and cam.

THANKS

Maybe reach out to Brandon and ask him.
https://www.torquenews.com/106/meet-...ated-6g-camaro

https://www.camaro6.com/forums/member.php?u=42753

[sr71bb]

Originally Posted by 1LEornothing

You will need to ditch the LT2 intake and LT5 throttle body if you have any hopes of reaching your goals. Are you M6 or automatic? Going to be easier M6 for your goal.Ported holley high ram, ported nick Williams 103mm throttle body with a Pray spec'd high ram cam or equivalent. A complete valvetrain to support it. Skip the cold air intakes, an over the radiator intake works best for max effort NA. Might need other little things like under drive pulley etc to get you there.

Well my experiences with the NW throttle body along with quite a few others has been IFFY at best. I am NOT going with any manifold that wont fit under the stock SS hood either.

I think I will go ahead and put the CAM in that I had speced out and see where that falls power wise. My main application is that I road race this car 2 to 3 times a month and also use it as a daily driver. The CAM I speced out is big enough that it requires you to cut .050 valve reliefs in the tops of the pistons. The heads are ONE OFF custom heads from AMP that are ported and milled so that I will be running a higher CR (about 1/2 point HIGHER).

Interesting point about this car in regards to road racing it. In TRACK MODE it RARELY sees below 4000 RPM with the A10 which is an incredible trans

[LT1ornothing]

Originally Posted by sr71bb

Well my experiences with the NW throttle body along with quite a few others has been IFFY at best. I am NOT going with any manifold that wont fit under the stock SS hood either.

I think I will go ahead and put the CAM in that I had speced out and see where that falls power wise. My main application is that I road race this car 2 to 3 times a month and also use it as a daily driver. The CAM I speced out is big enough that it requires you to cut .050 valve reliefs in the tops of the pistons. The heads are ONE OFF custom heads from AMP that are ported and milled so that I will be running a higher CR (about 1/2 point HIGHER).

Interesting point about this car in regards to road racing it. In TRACK MODE it RARELY sees below 4000 RPM with the A10 which is an incredible trans

Your set up will probably land you in the in the mid 500s to the wheels. Your bottleneck will become the smaller intake manifold and throttle body. Automatic SBE LT1 need all the help they can get to crack 600rwhp and your set up will have restrictions. You will have a fun 550rwhp for sure.

[Puddin]

You'll land around 550-560. Most of the upper powered N/A cars run a large cam, High Ram or MSD and the 103 throttle body. They also push the compression higher to like 13:0:1. The Lt2 is really going to be your main choke point. You may actually end up over camming it if you're not careful since your only raising compression half a point.

[LT1ornothing]

Originally Posted by Puddin

You'll land around 550-560. Most of the upper powered N/A cars run a large cam, High Ram or MSD and the 103 throttle body. They also push the compression higher to like 13:0:1. The Lt2 is really going to be your main choke point. You may actually end up over camming it if you're not careful since your only raising compression half a point.

100% agreed

[sr71bb]

Originally Posted by 1LEornothing

100% agreed

Well Boys We will see soon LOL Technically the CAM should be good for about 80HP and the heads for another 20HP or so. Of course RARELY does it exactly work out that way but below are some pics of the AMP ported heads and a DYNO of where the car CURRENTLY sits with stock cam and heads.

Using the math above I am expecting 475 (current) + 100 (heads and cam) for roughly 575. AMP predicted around 450 when they did the first set of mods but they were surprised at the 475 number that it actually made. They were also somewhat surprized by the 480 TQ number.

Their (AMP) thinking is at LEAST 550 with heads and cam but they tend to be conservative.

[s346k]

an msd manifold is the best you can do (under $4500) for an intake manifold that fits under the stock hood. id guess a ported msd would make 15-20 hp peak over a LT2 and also make power longer. tb is a concern at that power level, the 575+ cars seem to be using 103mm tbs.

[sr71bb]

Originally Posted by s346k

an msd manifold is the best you can do (under $4500) for an intake manifold that fits under the stock hood. id guess a ported msd would make 15-20 hp peak over a LT2 and also make power longer. tb is a concern at that power level, the 575+ cars seem to be using 103mm tbs.

Yeah my LT2 manifold and LT5 throttle body are BOTH ported so I am not too concerned about 10-15 HP loss vs MSD although no doubt there would be SOME gain with the MSD.

PLUS these AMP heads flow better than any others I am aware of. I was advised by the tuner that the LT5 TB doesnt have some of the tuning quirks that the 103MM TB does. The 103's especially in BOOSTED applications can exhibit a fluttering issue that you can NOT tune out and the Control Module will reduce the throttle opening to compensate. As far as NA goes this MAY be irrelevant, I dunno.

[NYblack1le]

You have the specs on you’re cam ? I made 606 with a GPI/CID heads/cam setup. I would go ported msd at very minimum if you’re running a big cam that needs revs.

[Puddin]

Originally Posted by sr71bb

Yeah my LT2 manifold and LT5 throttle body are BOTH ported so I am not too concerned about 10-15 HP loss vs MSD although no doubt there would be SOME gain with the MSD.

PLUS these AMP heads flow better than any others I am aware of. I was advised by the tuner that the LT5 TB doesnt have some of the tuning quirks that the 103MM TB does. The 103's especially in BOOSTED applications can exhibit a fluttering issue that you can NOT tune out and the Control Module will reduce the throttle opening to compensate. As far as NA goes this MAY be irrelevant, I dunno.

The heads look fine but they look like they are just ported/machined stock heads. Nothing really wrong with that but nothing special either. What can possibly happen is core shift with a stock head which will cause coolant to leak into your combustion chambers. That's one of the reasons most big na guys are using heads from the likes of CID, Edelbrock, and Mast. I would assume you're getting their stage 4 package? If so I'd shit can the Ls7 lifters and try to get some Johnson lifters. If the cam is as big as you say the Ls7s are not going to like it.

[BlackbeastSS2]

I am at 526 NA on pump 93, yet to do my E50 - E85 dyno run yet.

You can read my mods on signature. I went with the TSP EL 7 cam. It’s a very heavy sounding cam. My heads are shaved.

Cam Specs: 23x/24x, .645"/.635", 113 LSA

To make the power you want you need to change bore and stroke dimensions. EI: make the piston travel shorter. It’s not cheap to do this.

Katech does a nice job at converting a 6.2 to a 427 with 701 HP.

https://www.motortrend.com/how-to/16...ed-lt1-engine/

Keep in mind every dyno reads different and the proof in the pudding is a time slip. The dyno number is only a tuning device but an excellent gauge at power levels.