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Thread: Texas Speed Stage 3 VVT Camshaft C7 GS does not make power before 4600 rpm

  1. #101
    Advanced Tuner
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    So it's just the trade off for canceling VVT?
    2019 C7 ZO6 M7.

  2. #102
    Not sure. Similar config to mine make way more torque down low, mine seems to make more power up top. Like if my cam was retarded 15-20deg.

    Unless this is an issue due to my altitude/cam combo ?

  3. #103
    Advanced Tuner
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    That's why I asked you what your kPa was. All I could suggest is to maybe physically advance the cam 1 degree.
    2019 C7 ZO6 M7.

  4. #104
    Tuner in Training
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    Check cranking compression

  5. #105
    Advanced Tuner mbray01's Avatar
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    Degree wheels are cheap, as much as you have spent chasing this, it should have been bought in the beginning

    they sell smaller degree wheels just for tight applications!!!!

    This sounds 100% cam timing, valve events, and only one way to verify that
    Michael Bray
    Rusty Knuckle Garage
    Slidell, Louisiana
    20yr Master Tech.
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  6. #106
    Quote Originally Posted by pmoore4321 View Post
    Check cranking compression
    Will do that... What should I see ?

  7. #107
    Quote Originally Posted by mbray01 View Post
    Degree wheels are cheap, as much as you have spent chasing this, it should have been bought in the beginning

    they sell smaller degree wheels just for tight applications!!!!

    This sounds 100% cam timing, valve events, and only one way to verify that
    I'm considering to jump 1 or 2 teeth on the cam sprocket or buying a new cam...but yeah a degreeing kit would be nice.. Do you know who sells a small one ?

  8. #108
    From another forum (Camaro 6)

    Quote Originally Posted by oldman View Post
    Cam Motion
    Grind Number: XA222/340-XA234/335-14+4
    Hydraulic Roller Camshaft
    Designed for performance use
    Duration at .050": 222/234
    114 Lobe Center Angle with a 110 Intake Centerline
    Lift with 1.8 Rocker Arm Ratio: .612"/.603"
    Recommended Displacement: 6.2 Liter Engines
    Cylinder Heads: Gen 5 LT
    Recommended Compression Ratio: 10.0-11.5:1
    Recommended Headers: 1 3/4" - 1 7/8"
    Recommended Stall Converter: 2400-3200
    Recommended Rear Axle Ratio: 2.85-4.10
    NOTE: Requires use of Cam Motion VVT Phaser Lock Block or Cam Motion VVT Phaser 4 degree Limiter Block
    The TITAN II Gen 5 LT camshaft is designed for aggressive performance in cars using 6.2 liter LT engines. The TITAN II Gen 5 LT cam will have a mild performance idle and strong mid-range power. This camshaft will perform best in vehicles equipped with headers, high flow exhaust and increased stall speed torque converter and high flow intake systems.



    Stage 2 BTR is (227/242 .637/.626 @ 115+6), I don’t see a BTR Stage 3 / 4 cam for NA.
    ith grinds for numerous different combinations, the Gen V lineup has something for just about any combination you can throw at us, and the Stage 2 N/A camshaft has absolutely found it's place in the market. We've seen north of 500whp with this cam and basic bolt-ons. Throw some E85 into the mix and power potential climbs even further. Its design is rooted in longevity and durability, with zero compromises in the power arena. This cam also has a +11% fuel lobe to ensure your fuel system is up to the task of quenching the thirst of your newfound power. With only 4.5? of overlap, this cam is docile enough for daily driving with OEM torque converters. Phaser limiter or lockout needed as well.


    TSP Stage III
    *110+ FWHP Gains; 631 HP/537 TQ on engine dyno**

    Cam Specs: 235/239, .645"/.635", 116 LSA

    The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed's Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it's installed in your 2014+ Corvette!

    The Texas Speed & Performance LT1 VVT-3 camshaft is a great choice for the enthusiast looking for maximum horsepower from their gen 5 LT1. It will have a lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM's for better torque and retard the cam in the upper RPM's for better horsepower.


    Katech torque cam : 219 / 233 @ .050, . 643/ .655 lift, 118 LSA (only NA application with spces)

    Katech Stage II for manual cars: 221 / 239 @ .050, . 644/ .660 lift, 115 LSA, +38% fuel lobe (LT4)

    Pray stage I : https://www.camaro6.com/forums/showthread.php?t=520831

    don't remember / know the specs for Pray, but nice gain all the way through
    Yeah I've been looking at the cams all evening. TSP stage 3 I have say on their commercial speech that their retains VVT but it is not true...

    Quote Originally Posted by oldman View Post
    I like the cam motion, gentle lobes and it is built for 10.0 CR, which is your effective compression ratio at altitude.

    I like the Katech, but the LT4 manual is a little more aggressive, I don't think you can go wrong with the torquer, I like the Cam Motion more for longevity and gentle ramps but it will leave a good bit of power on the table vs Katech's LT4 grind.

    Don't advance the cam a notch.
    The issue I see on the torquer cam is that there are not 32% fuel lobe for E85... I'm not sure I can put an LT4 cam on a LT1 ? Fuel lobe different no ? Will require LT4 fuel pump right ?

    On another hand I'm still trying to understand the TSP Stage 3 cam issue. I still don't get how I could lose so much torque down low compared to sea level at only 2700FT elevation, which is not what we can call high elevation..

    Going from there (exact same config as mine) :



    To there (with the correction factor)



    Seems really weird. We are looking basically at 9% less air. Which could be simulated by 91% of throttle at sea level. How would the first curve become that ?

    I'm asking myself if should not buy another VVT3 camshaft from Texas Speed and if it works asking them to reimburse me the first one...

    Edit : Another similar config but no MSD/95mm TB ... RPM motorsport dyno is a little optimistic but anyway



    More than 400 WTQ at 3000 rpm... Like the first one...