Randy - If the pistons have reliefs in them, then I highly doubt that you'd have issues. Most guys have problems when the mill the heads trying to get more compression and also run a large duration high lift cam.

That cam will pull hard. I'd advance it +6 total, so it if has +4 ground in, I'd add +2 with timing chain. On a 6L, that cam will probably need 6400 rpms. You could spin it more, but under boost, the lower rpms make strong power so earlt shifts won't hurt you as much as if you were N/A.

Flyer - flycutting is where you cut a section of the piston out that matches up where the valve would hit it. Since the valves are on an angle, you'll get half moon shapes in the piston.

 

Here comes some more of my lack of cam knowledge...I dont know if the cam has any advance ground in or not. I looked at comps web site and found the cam listed but it doesnt say. I was planning on getting the comp cam adustable timing set...it will only let you adjust 4 degrees advance,4 retard or center. Any other adjustable timing sets out there with more adjusability?For about the same cost as comps??

 

Comp will grind the cam with what ever advance ground in that you request.

 

Rollermaster double timing chain with torington bearing is cheaper, more adjustable AND better quality than the Comp adjustable chain. It comes out of Australia that is why it is less expensive Do a search for it on this site -tons of guys run it including myself.

 

You are not even close to dealing with valve clearence issues. It is impossible that you would ever create a clearence issue on a 6 liter with that small of a cam. The thing you have to realize is that while this may be a big cam in the truck world, it is an absolute baby in comparison to what the car guys have already played with.

I just built a 5.7 with 5.3 heads milled to achive 11:1 compression running a 231/237 cam and it was not even close. Just get some quality machining done with the above recommended rod bolts and let her fly.

Good luck!!

 

Ah well there you have it, my bottom end experience is from the SBF world. I brought up the PtV as a concern on my end as Rainwalk's going through the motor AGAIN here and I assumed it to be smart to check everything out in order to avoid any such problems...

 

Hit Man, I completely agree that this is a very important step when assembling an engine, it is just that in this particular case the interference is so far off from being a problem that something undescribable would have to be wrong with the piston hight or something of that nature to cause a problem.

Please do not just install a cam of this size in any engine and assume proper clearence, that is not possible in many engine combonations.

 

Exactly... ASSUME NOTHING EVER. Only causes problems later on.

These new GenIII motors are totally differet than anything I've encounterd... and with lifts and durations like that with my knowledge base stuff gets pretty "iffy" around that area on stock/direct replacement pistons. The GenIII never cease to amaze me in what they are capable of the more I learn about them!

 

I see SDPC sells the Rollmaster...good price too. Which one do I need? The stock size for a small block chevy?? They dont specify LS1 on their site.
I'll be checking the P to V clearance. Better to be safe than sorry. Gonna try and find out today how much,if any, advance is allready ground in that cam.

 

Texas Speed has them listed. Click the link for trucks on their site, then engine. They are listed about halfway down the page.