Whats up fellas,

Looking to do a cam swap, and needed some more concrete answers.

Im wanting to do an LSA swap in the near future, so i made my cam choice based off that. I picked a TSP 231/239, .640"/.629", 115 LSA since they advertise it as a suitable blower cam.
Now its sold for a Camaro LS3, and im curious if itll still work on my Denali pickup, guessing it comes with an L92 if im correct?
Would yall recommend I do a DOD/VVT delete?

Secondly, what other mods would i need to do? Bigger Injectors? Bigger Fuel pump?

Stall choice, i picked up a 2800 stall, should this suffice?

Thank you for the help in advance.

 

If you stay under that 550whp mark or so you won't need a larger fuel pump if the trucks is factory flex fuel.

You must buy different injectors to fit into a LSA blower, truck injectors are too long to work with a CTS-V/ZL1 rail or a ZR1 fuel rail. The factory CTS-V injectors are 56lb/hr, good for well over 500hp on pump gas.

I'd maybe go with a LJMS stage 2 cam or a triple 12 before I went with such a large cam that's more designed for a lighter car.

 

A lot depends how much boost you wanna run. Not trying to be negative but I am not a fan of any of the cams mentioned so far. A rect port motor likes 12-18 deg exhaust bias with a blower to compensate for the flow diff between the intake and exh port.

Assuming like 10psi. Off the top of my head 220/234 114+3. If stock heads keep the lift in the .570-.590 range

That gives a 41 Ivc and a 0 evc and -1 overlap so you will hear it but nothing crazy in a 6.2

Again cam specs are very much opinionated.

The the valve events will keep bottom end snappy and still pull well up top for a heavy truck.

 

I'll echo this

I would maybe go a tad higher on the lift simply because the valves are so big on rectangle heads... but that's really splitting hairs. Depending on miles driven etc I may leave it as low as Pat mentioned. .640" on the TSP cam is too much IMO. You're asking for longevity issues.

 

Longetivity is definitely a factor. Im not looking to break any records, just some get up and go.
Im planning on stayin NA for a little while, until i get the LSA blower put together.

So in other words, keep the lift under .590" since im running stock heads, and what about on the exhaust side?

Keeping the lift in the low 220 range, will give me some better low-mid range power correct?

 

It's a combo of the two but yes. IVC is the driving factor for your dynamic CR.
A rect port head doesn't need as much intake duration as a cath head but they have shown to be more overlap sensitive. Thus the reasoning for my opinion.

Also stock rockers don't like that much lift. Your wipe pattern on the valve stems will leave a lot to be desired.

 

What about the LS9 camshaft it's a lil over $100.00 and the specs are 211/230 .562 122.5 LSA. Just a suggestion till you get the supercharger bolted on.

 

Doggy as hell in a 6.2 truck... they scream up top though.

 

In a truck I am not a fan of this cam at all. It closes the exhaust valve really early for emissions reasons. And it will feel soft off the bottom in a heavy truck.

 

Yes i figured with the 122.5 LSA it would be a turd getting going but with the SC might not. But you are right about heavy trucks compared to sport cars.