All alum ls3
#101
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Re: All alum ls3
https://www.hawksmotorsports.com/198...le-adjustable/
#102
Senior Member
Re: All alum ls3
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
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
#104
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Re: All alum ls3
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.
#105
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Car: Resto-Mod 1987 IROC-Z Clone
Engine: Alky fed L92 Vortec Twin-Turbo 6.8L
Transmission: My own built/ design 4L80M
Axle/Gears: Custom 12 bolt (4.10:1)
Re: All alum ls3
FTI is on the list. @vorteciroc
I've a quote from Yank for their SS4000 (suggested it'll stall to 3600 given my predicted output). Single disc clutch. $1099 USD.
I'll also be contacting Circle D, Hughes, Edge, Coan, Vigilante, Neal Chance, ATI, TSI..
There are couple more that I'm unfamiliar with: Accelerated Torque and ProTorque.
I've had a couple of TCI converters. Both off the shelf models (I don't see where TCI does custom builds). One I blew up when I assembled the next to last engine (The one that eventually went south). Took out the input splines on the turbine. BANG!
Maybe the OP will find the above list helpful.
I've a quote from Yank for their SS4000 (suggested it'll stall to 3600 given my predicted output). Single disc clutch. $1099 USD.
I'll also be contacting Circle D, Hughes, Edge, Coan, Vigilante, Neal Chance, ATI, TSI..
There are couple more that I'm unfamiliar with: Accelerated Torque and ProTorque.
I've had a couple of TCI converters. Both off the shelf models (I don't see where TCI does custom builds). One I blew up when I assembled the next to last engine (The one that eventually went south). Took out the input splines on the turbine. BANG!
Maybe the OP will find the above list helpful.
-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.
#106
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Car: Resto-Mod 1987 IROC-Z Clone
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Transmission: My own built/ design 4L80M
Axle/Gears: Custom 12 bolt (4.10:1)
Re: All alum ls3
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'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.
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.
#108
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Re: All alum ls3
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.
#109
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Re: All alum ls3
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.
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.
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.
#110
Re: All alum ls3
"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
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
#111
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Re: All alum ls3
"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
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
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.
#113
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Re: All alum ls3
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
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
Last edited by Orr89RocZ; 01-21-2024 at 06:44 PM.
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skinny z (01-21-2024)
#114
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Re: All alum ls3
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!).
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!).
#117
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Re: All alum ls3
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.
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.
Last edited by QwkTrip; 01-21-2024 at 09:13 PM.
#118
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Car: Resto-Mod 1987 IROC-Z Clone
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Transmission: My own built/ design 4L80M
Axle/Gears: Custom 12 bolt (4.10:1)
Re: All alum ls3
I was misremembering Engines, and actually thinking of the L92 Engine (Same Heads as LS3 but with VVT).
#120
Re: All alum ls3
Last edited by budget builder; 01-22-2024 at 10:56 AM.
#124
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Re: All alum ls3
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.
#125
Re: All alum ls3
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.
#128
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Re: All alum ls3
#129
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Car: Resto-Mod 1987 IROC-Z Clone
Engine: Alky fed L92 Vortec Twin-Turbo 6.8L
Transmission: My own built/ design 4L80M
Axle/Gears: Custom 12 bolt (4.10:1)
Re: All alum ls3
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 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.
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skinny z (01-28-2024)
#130
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Re: All alum ls3
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 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.
#131
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Re: All alum ls3
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.
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.
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