This is the coil over kit you want. Yea it's double the price but 1000x better

https://www.hawksmotorsports.com/198...le-adjustable/

 

Nice. It wasn't even a question for me when I was buying a converter. I called them and got the ball rolling. They nailed it too. It's a bit loose on the bottom and tightens right up on the top end.

I'm looking pretty hard at one of their 252mm units for 800+ HP with a triple disc clutch. We'll see about that tho it's kinda pricey at $3100

 

Oops I did not realize that was a triple disc clutch I do not need the triple disc clutch a regular one would do me just fine no racing

 

I'm on the flip side of that. An open road event or even a standing mile would need WOT OD lockup happening. Besides the transmission calibration needed, a TCC capable of handling that is needed too.
I'd like to try my hand at either one of those style of events. For the drag racing I have planned, I'll never get out of 3rd gear so a single disc is fine. So that's a choice I'll have to make when the time comes.

 

I have used the following (both Budget and Higher-End TCs) from your List:
-FTI.
-Yank.
-Circle D.
-Edge.
-Coan.
-Vigilante.
-ATI.
-Pro Torque.

I have ONLY had experience with High-End (up to 5,000HP - 7,500HP) Neal Chance TCs.

All of the above Vendors/ Products have been excellent overall!


I have no experience with Hughes or TSI for TCs, ONLY Transmission Parts.

I personally would never use any Product from TCI.

Lastly, I would not purchase a Multi-Disc Lock-Up TC unless your Main-Intent for the Vehicle is Chassis Dynomometer Competition.
The Purpose being the ability to LOCK the TC under FULL Engine Load.

Otherwise a Traditional Single-Element Lock-Up TC is ONLY going to allow for "Light Throttle Cruising" under Lock-Up.

 

JUST SEEING THIS NOW!


Yes! a Multi-Disc Lock-Up TC would be required for Lock-Up use under Load and Full-Throttle.

I would do this in 3rd-Gear for your Road Racing type Events.

Most Vehicles (Unless making 600HP+) are going to be SLOWER in 4th-Gear with the TC Locked, rather than UnLocked!
Most People do NOT realize this...
But you are at a Mechanical Disadvantage in Over-Drive... Locking the TC just makes things worse.

 

Fellas I had no idea the stress that racing put on parts or the planning that had to go into racing. I had a friend say thY racing is just like being married cost wise. Yall have my respect. Keep it coming

 

It's ALL expensive! And more so now than it ever has been. Your "budget build" of today would have built two cars when I got back into the hobby twenty five years ago. And let's not forget the "snowball" effect.

 

And THAT'S the position I find myself in at this very moment.
First, do I add 50% to the cost of a converter so I can have that fortified clutch? I'll see what my inquiries result in with the several converter companies I've contacted.
Second, I'm not entirely certain my new transmission guy is going to have the knowledge to modify my 4L60 to do what it is I need it to do. This ball is already in play here as I'm waiting for a call to examine the contents of the transmission that ate itself up. Then a decision on the plan going forward will need to be made.
Personally, the transmission hard parts are easy enough to relate to. It's the reworking of the hydraulics that presents the real challenge I think. That's the kind f knowledge that only comes with experience. And while my transmission certainly has experience, high performance, I don't think is his field of expertise. I'll soon know I suppose.

Thanks for the thread budget. Getting feedback from a member like vorteciroc is like gold.

 

"Thanks for the thread budget. Getting feedback from a member like vorteciroc is like gold."

You are very welcome. It's entirely my pleasure. Thank every one of you. Got a question. Since I am saying screw the warranty, what do yall think about cam choice. Ws6 high lift asa or a stage 3? Trying to get over 525hp to flywheel, easy on valvetrain, and still idle with a 2.5k- 2.8k stall. Maybe 3k

 

When it comes to LS engines, my research is thin. I've investigated what it would take to bring one of my truck LM7's (5.3) around, but as for the rest, I differ to those with more knowledge.
One guy comes to mind although there are several others here that have experience.
@Orr89RocZ
Maybe you're familiar with Richard Holdener? He has a lengthy run of videos and dyno tests everything under the sun (and before that I was reading his tech in the popular magazines of the day twenty five years ago).
If you went through his archives, he probably touches on exactly the question you're asking.
https://www.youtube.com/@richardholdener1727
Once you dial in the cam choice, then it's fill in the blanks at the preferred torque converter vendor of choice.

FWIW: We took an over the counter LS3 crate engine and added the ASA camshaft you mention. P/N. 19434642. GM says 525 HP.

 

Thx skinny

 

Eh the shop im close with uses alot of BTR products. Their stage two cam will do what you want and is proven.

most companies that offer something in the 225-230 deg range will do what you want. A typical ls3 with headers and tune will do almost 500 hp as it is on stock cam. We’ve seen mid 430whp tuned on some manual trans setups.
TSP showed 484 hp on engine dyno. Their stage 2 cam made 568 fywheel on that test. BTR showed 535 hp but seems low and no details on it

the big btr stage iv made 500 whp in a ‘13 grand sport on our dyno, and is still very drivable. I love ls3’s
‘11 camaro tsp stage 2 did 455 whp in an auto i think

 

I should have bought one when they selling out at $7500 CDN (pre-pandemic).
The one with the cam upgrade I was describing was one of those and it now sits in a 69 C10. Nice ride (even though it's a step-side!).

 

Thanks to some Variable-Valve-Timing (Camshaft Install-Position Phasing)!!!
Also with an extremely Broad/ Flat Torque Curve!

 

Well the ls3 didnt have vvt but the L99 did and makes good power. Basically very similar. Good engines. And the stock heads with the right valve job can make over 700+ na on the right motor. I’ve seen one touch 800 with worked over stock castings.

 

People generally don't like the way an ASA cam drives. I think you can do a lot better looking elsewhere.

LS3 heads... the power is in valve lift. The longer you can keep that valve open above mid lift the more power you're going to make. There's no need for a big duration cam anymore (and the drivability issues that come with it). Places like Comp Cams have created lobe profiles with faster ramp rates than what you could buy 20 years ago. And places like Cam Motion have low lash solid roller that require much less maintenance on the street than a traditional solid roller.

I would suggest partnering yourself with someone who has been very successful developing LS3 cams but is also staying current with the latest lobe profiles.

 

You are correct!


I was misremembering Engines, and actually thinking of the L92 Engine (Same Heads as LS3 but with VVT).

 

yup i had the 6.2 with the 821 heads. Same as ls3 but different valves. Not the light weight ones. And the truck intake ofcourse. Fantastic motor. Super torquey. My buddy tuned it but not sure he played with the vvt much. I miss that motor

 

Jegs ls376/480 (495hp version)
$6400 all alum

https://www.jegs.com/p/Chevrolet-Per...27485/10002/-1

 

Yep. And that's $8700 CDN.
Plus about a grand for shipping...

 

Oh snap, Canada

 

PM sent.

 

Yep. It has it's limitations when car crafting. A 36% premium on the dollar really bites. Back in the early 2000's our dollar was on par or better than the greenback. I made two trips a year to visit my friend who was working Chicago. We'd load my van to the gunnels with car parts. Even full declaration at the border would only see use paying the provincial tax. We made out like bandits.

 

Here's to the good ole days

 

Cheers 🍻.

 

I think I found my cam

https://www.fivebarmotorsports.com/p...gavel-camshaft

 

Can't go wrong with Texas speed

 

Ever since BTR/ Brian Tooley Racing started offering Custom Ground Camshafts for $399 (Does NOT apply if a Billet Core is Required)...

I feel that there is little to no point in purchasing an "off the shelf" Camshaft.

Unless it is significantly less expensive, or were Spec'd a Camshaft that Matches.

 

I second this. It may be worth a quick call to cam motion, BTR, comp or texas speed to talk through what you are looking for. They can "optimize" an off the shelf cam by altering ramp rates, duration, etc etc.

 

Honestly most shelf cams were custom at one time and since ls combos are pretty cut and dry when using stock style parts, you wont be gaining anything going to a custom cam. From what ive seen they all will make similar power if the specs are similar on paper. Custom may often be same price or so but take a lot longer to get. No problem if you can wait i just wouldn’t expect anything magical because its custom

custom is more for off the wall applications, extreme rpm hyd roller deals that need certain lobe profiles for stability, or special rules in racing. Or cheater cams that can run stock valve springs but give another 20-30 hp more lol or order tight lsa to get chop sound lol just my opinion.

 

seems like it would be a good blower cam