Cam Ideas for the setup I want - Page 2

laynlo15 · 06-06-2021, 07:52 AM

Are you willing to disassemble the motor to do this? Plus the stock pistons are cast so if your gonna spend the money on fly cutting the pistons because thats all labor. You should just consider a set of forged pistons if your going that far.

s346k · 06-06-2021, 08:13 AM

i like how "what cam" threads still turn into a forged stroker motor. because might as well.

KingLT1 · 06-06-2021, 09:00 AM

The OP wants a daily driver cam not a max effort cam. There are plenty of cams out there to suit the OP's needs that will not require cutting valve reliefs in the piston. I posted 2 examples previously.

17camaroSS · 06-06-2021, 10:12 AM

Quote:

Originally Posted by laynlo15

Are you willing to disassemble the motor to do this? Plus the stock pistons are cast so if your gonna spend the money on fly cutting the pistons because thats all labor. You should just consider a set of forged pistons if your going that far.

All you have to do is take the heads off and use the Lindy tool to cut them. I have whatever the tool cost to cut them. Cast pistons is just fine for an N/A setup. I have mine cut at .180 and would do it again without thinking twice.

17camaroSS · 06-06-2021, 10:23 AM

Quote:

Originally Posted by stevekin87

Thank you for the info..very helpful...what set of heads do you recommend..also I know I can Google it..but I'd rather hear from someone on here...what is flycutting a piston? Will it be my original pistons?

I misread your posy to be honest, but you will not have to flycut your pistons for what you want. I misread the DD part. But everyone’s definition of DD is different. Some people daily drive the NFC LT1 camshaft from GPI with no problems at all which allows you to milled .040 and run a .040 gasket and not have to worry about flycutting if you wanted to run e85. If not others have ran the SS2 and SS3 in their daily cars. Could also look into getting a hold of Martin Smallwood for your cam as well like I did. I know that I would and have daily driven cars that 90% of the people in this forum wouldn’t, with no issue. Yes flycutting or notching is what you do to the factory piston if you get decent size camshaft to run in there an need to get more Pistons to Valve clearance.

For what you want as far as heads go, you would honestly be good with a set of factory ported heads from GPI, Mast, or Pray. If you absolutely wanted to have an aftermarket casting, you can look into CID, Mast, TSP, and the ones you listed in the OP. My personal opinion would be to look at something other than the Eldebrock heads.

17camaroSS · 06-06-2021, 10:25 AM

Quote:

Originally Posted by s346k

i like how "what cam" threads still turn into a forged stroker motor. because might as well.

I got asked why I didn’t do that when I went through my cam swap because I balanced the bottom end. It was easy, I used what I had and balanced a because my uncle runs a machine shop and does this stuff everyday and I wasn’t out any money on it.

KingLT1 · 06-06-2021, 10:27 AM

Agree it's not a big deal to fly cut. Guys did it all the time and still do it on LS stuff. Nothing different going on with LT stuff. And I agree the bottom end is more then capable of handling any kind of NA power that can be made. If the rings were gapped properly for boost they would handle a lot more power with FI.

Either way it won't be needed for a cam that is what I would consider "Daily Driver". Daily Driver in my mind is something in the stage1 or 2 category with most vendors. The stage 2 with a good set of heads and intake should make 550whp on 93 octane and upwards of 580whp on E.

I would avoid anything TSP that is engine related other then their headers.

Puddin · 06-06-2021, 12:11 PM

Quote:

Originally Posted by KingLT1

Agree it's not a big deal to fly cut. Guys did it all the time and still do it on LS stuff. Nothing different going on with LT stuff. And I agree the bottom end is more then capable of handling any kind of NA power that can be made. If the rings were gapped properly for boost they would handle a lot more power with FI.

Either way it won't be needed for a cam that is what I would consider "Daily Driver". Daily Driver in my mind is something in the stage1 or 2 category with most vendors. The stage 2 with a good set of heads and intake should make 550whp on 93 octane and upwards of 580whp on E.

I would avoid anything TSP that is engine related other then their headers.

Just curious as to why you say to stay away from TSP isn't that Prays go to for his cams and heads?

17camaroSS · 06-06-2021, 03:38 PM

Quote:

Originally Posted by Puddin

Just curious as to why you say to stay away from TSP isn't that Prays go to for his cams and heads?

They’ve got quite a few quality issues with heads, cams, valve train parts, etc.

17camaroSS · 06-06-2021, 03:40 PM

Quote:

Originally Posted by KingLT1

Agree it's not a big deal to fly cut. Guys did it all the time and still do it on LS stuff. Nothing different going on with LT stuff. And I agree the bottom end is more then capable of handling any kind of NA power that can be made. If the rings were gapped properly for boost they would handle a lot more power with FI.

I would avoid anything TSP that is engine related other then their headers.

I completely agree with this.

Also why I always try to list them last with stuff in case somebody for some reason wanted to use them.

KingLT1 · 06-06-2021, 04:38 PM

Quote:

Originally Posted by 17camaroSS

They’ve got quite a few quality issues with heads, cams, valve train parts, etc.

This!

cmitchell17 · 06-06-2021, 06:47 PM

I agree as well, TSP seems like they just don't care that much and they just have inexperienced kids working there. That's the attitude I kind of got from them.

Gr3m27 · 06-08-2021, 12:34 AM

Quote:

Originally Posted by danhr

Most of the posts in the thread are on track...

except this one.

Don't listen to a single thing in this post..... literally everything in it is wrong. lol.

Not sure how I'm wrong when I'll I suggested was looking at different heads and slightly smaller headers which is all over these forums for an NA build. But ok, you do you and I'll do what worked fine for me.

Proof is in the pudding and the results don't lie.

danhr · 06-08-2021, 09:49 AM

Quote:

Originally Posted by Gr3m27

Not sure how I'm wrong when I'll I suggested was looking at different heads and slightly smaller headers which is all over these forums for an NA build. But ok, you do you and I'll do what worked fine for me.

Proof is in the pudding and the results don't lie.

Fastest FBO car has what sized headers?

Fastest H/C car has what sized headers?

Fastest SBE car has what sized headers?

No one has tried the victor jr heads yet, so ruling them out is moot.

You're right... the proof is in the pudding. Your pudding is

06-06-2021, 07:52 AM	#15
laynlo15 Drives: 2022 Lt1 A10 Join Date: Nov 2015 Location: clark, mo Posts: 8,860	Are you willing to disassemble the motor to do this? Plus the stock pistons are cast so if your gonna spend the money on fly cutting the pistons because thats all labor. You should just consider a set of forged pistons if your going that far. __________________ 2022 Lt1 6.2 A10, Maggie 2300, THPSI Port Inj/10 rib, Rotofab, E, Nickey, SCOL, Griptech, RC Bandits, Hoosiers/MT 9.80@142.96 1.44 60ft, 6.34@112 707/669 RWHP/TRQ. 16SS Maggie 2650 9.41@147 1.35 60ft, 5.99@119. 16 C7 A8 10.90@128 Bolt on stuff

06-06-2021, 08:13 AM	#16
s346k Drives: like an old lady Join Date: Jun 2012 Location: indiana Posts: 2,395	i like how "what cam" threads still turn into a forged stroker motor. because might as well. __________________ 2016+ camaro: everyone’s first car

06-06-2021, 09:00 AM	#17
KingLT1 Drives: 2016 1SS NFG A8 Join Date: Aug 2017 Location: 46804 Posts: 6,793	The OP wants a daily driver cam not a max effort cam. There are plenty of cams out there to suit the OP's needs that will not require cutting valve reliefs in the piston. I posted 2 examples previously. __________________ 2016 NFG 1SS A8 Options-2SS Leather/NPP Perf. mods-Whipple 2.9/Fuel System/Flex Fuel/103mm TB/Rotofab Big Gulp/Cat Deletes/Corsa NPP Per. times- 10.5 @ 137 w/ 1.8 60ft Full weight on 20's 1200DA

06-06-2021, 10:27 AM	#21
KingLT1 Drives: 2016 1SS NFG A8 Join Date: Aug 2017 Location: 46804 Posts: 6,793	Agree it's not a big deal to fly cut. Guys did it all the time and still do it on LS stuff. Nothing different going on with LT stuff. And I agree the bottom end is more then capable of handling any kind of NA power that can be made. If the rings were gapped properly for boost they would handle a lot more power with FI. Either way it won't be needed for a cam that is what I would consider "Daily Driver". Daily Driver in my mind is something in the stage1 or 2 category with most vendors. The stage 2 with a good set of heads and intake should make 550whp on 93 octane and upwards of 580whp on E. I would avoid anything TSP that is engine related other then their headers. __________________ 2016 NFG 1SS A8 Options-2SS Leather/NPP Perf. mods-Whipple 2.9/Fuel System/Flex Fuel/103mm TB/Rotofab Big Gulp/Cat Deletes/Corsa NPP Per. times- 10.5 @ 137 w/ 1.8 60ft Full weight on 20's 1200DA

06-06-2021, 06:47 PM	#26
cmitchell17 Drives: 17 2SS, 8L90, Cam, Heads, E85 Join Date: Dec 2016 Location: US Posts: 1,200	I agree as well, TSP seems like they just don't care that much and they just have inexperienced kids working there. That's the attitude I kind of got from them.

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