Stock, refreshed LB9 with MAF on a TH700R to a 3:42 rear end. Want to get rid of the weak stock cam and put something fun in there but CA legal. New Edelbrock valve springs and seals recently.

Recommendations?

 

It's unfortunate that the springs were replaced before matching them to a cam. I've never heard of a tech inspection measuring lobe lift, or breaking out the degree wheel and mapping the duration, but Cali can be a little weird sometimes. I'd guess that anything that gets you through the test lane sniffer will be "CA Legal" in their eyes.

Since you mentioned that a tune is in the future, matching the cam shouldn't be too difficult. With a MAF, the system will be a bit more forgiving anyway. Some people have had success with the LT1 cam in a TPI. The valve timing is similar and lifts are a bit better.

 

A problem you have to surmount is, the vast majority of the purpose-built cams for EFI are rollers, but your engine is not. You either have to find a suitable flat-tappet one or convert to the original style roller setup from before the factory came up with theirs. Unfortunately this largely rules out the various LT1 cams.

A couple you could consider are:

https://www.summitracing.com/parts/cca-12-249-4
https://www.summitracing.com/parts/cca-12-256-4
https://www.summitracing.com/parts/cca-12-364-4

I would STRONGLY recommend upgrading the valve springs. I don't know what "Edlebrock" springs actually ARE, and so, can't guess whether they will be adequate. There are few better ways to SCREW UP a cam swap than by using valve springs that don't cut it for the cam's profile. My suggestion would be

https://www.texas-speed.com/p-1383-l...od-to-550.aspx
https://www.summitracing.com/parts/cca-787-16
and keepers & shims to set them to 1.700" - 1.750" installed height.

As Vader said, they don't check the cam itself in any way. If everything on the outside of the motor - "devices" and "accessories", wiring, tubing & lines, etc. - is all hooked up and appears to be working, and the measured emissions are within limits on the dyno, and any part they CAN see that isn't stock (headers for example) has a CARB EO #, then you will pass.

When I lived out there (Carlsbad) my car passed easily with this cam in it. https://www.summitracing.com/parts/cca-12-416-8 However, it was a L69 (carb) car, not EFI; and, the cost of the original-style roller stuff didn't bother me too much. I also used these springs https://www.summitracing.com/parts/cca-986-16 springs and https://www.summitracing.com/parts/cca-1602-16 rockers and Manley valves; i.e. an altogether substantially upgraded valve train, with significant machine work to prep for it all, and definitely not a cheeeep drop-in.

 

 

My bad, my mind said 85 for some reason.

If it's 89, you have MANY more possibilities.

 

thanks all

 

This one was recommended... Comp Cams 08-501-8 Camshaft, CS Xr264Hr-12 Looks good to me!

https://www.jegs.com/i/Comp-Cams/249...kaAtQqEALw_wcB

 

That one should be mild enough not to throw the tune off since its a MAF car.Being stock cams for 5spd and 350 TPI cars that year was 207int 213exh. MAF cars can handle a lil more.

 

Yes that one is a good choice.

 

Thanks. I am getting a tune anyway but need it to stay CA smog passable.

 

As long as the chip is dialed in well I do not see why it would not pass emission. Even with BBK shorty headers, Magnaflow 2.5" high flow cats and a magnaflow muffler you could barely tell the L30 305 Vortec in my 1999 Tahoe was cammed. It had a Lunati 268 flat tappet cam and 1.6 full roller rockers in it. Cam specs.

268/268 @ .006
218/218 @ .050
.457/.457 lift
110 lsa
106 icl

Going off when I degreed the cam in the engine.
With 1.6 rockers it was more like
268/268 @ .006
220/220 @ .050
.487/.487 lift
110 lsa
Degreed in at 104 ICL with a new cloyes single roller chain.

https://www.summitracing.com/parts/lun-10120208

Cold idle, seconds after a 30°F cold start.

Once it warmed up a bit and got some heat into the engine and the PCM went to closed loop.

 

Will add to this that a cam that big will not respond great with the stock lower perfprmance TBI exhaust manifolds and smaller single cat Y-pipe the non G-92 cars came with. It will want to turn rpm and breathe. The cam above came alive at 3,500 and the factory vortec 350 exhaust manifolds, tiny 1 7/8" exhaust piping and factory cats choked it above 5,000 rpm. After headers, opening up the exhaust and swapping the OEM intake system for a Volant CAI the 305 had ALOT more pull amd liked being shifted as close as possible to the 5,800 rpm revlimit the black box PCM restricted it to. I had my WOT shifts programmed to make the shift happen right at 5,750 rpm amd it really liked the S10 torque converter that stalled about 2,500 rpm. Luckily with a stick it is easy to pick your launch rpm and shift points.