LS Swap into 1970 Buick Skylark

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Chevrolet LS Hot Cam Kit
19355738
Your Price: $585.16
Suggested Retail: $615.96




Product Details

LS SERIES CAMSHAFTS
All LS camshafts are compatible with production-style LSX and C5R blocks, as well as all of our cylinder heads – although piston-to-valve clearance must be checked on some applications. We offer a broad range of production and racing-style camshafts that are factory-engineered to deliver maximum performance when paired with our high-flow cylinder heads. Save yourself the time and expense of going to an aftermarket camshaft supplier and build your LS engine with a genuine GM cam. We’ve also got the valvetrain components you need to finish the engine, including lightweight components designed for high-rpm performance.

  • Hot Cam Kit
  • Duration @ .050" Lift( Deg): Intake: 219 / Exhaust: 228
  • Maximum Lift (in) W/ 1.7 Rocker: Intake: .525 / Exhaust: .525
  • Lobe Centerline ( deg): 112
  • Technical Notes: Kit includes 16 LS6 valve springs retainers



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The GM Hot cam is pretty aggressive.
I am mainly looking at the Lobe seperation of 112 degrees.

It will work.

118 spread more ideal for long highway trips driving 2-40 hours nonstop.

112 will take a good EFI Tuner.
 
So, in reading through some of the links, I found this so far:

2007+ Trucks, classic body style, 6.0L, VIN. N (8th digit, opt LQ9)

The most desirable castings are the 6.0L LQ9 or LQ4 truck blocks, which are production cast iron blocks, with 6-bolt iron main bearing caps, 9.240-inch deck height, and offer a 4.00-inch bore.

LQ9
Vortec Max LQ9

Marketed as the Vortec HO 6000 and later as the VortecMax, the LQ9 was a higher output version of the LQ4. Specially designed for the Cadillac line, the engine found it’s way into GM’s truck line as the VortexMax in 2006. The LQ9 featured a bigger cam and higher compression flat top pistons for an extra 10 horses and 10 lb-ft output over the LQ4. Like it’s predecessor, the LQ9 is a highly valued engine for budget rebuilds of stock engines that can be pushed to a higher horsepower level.

All trucks manufactured with Gen III & IV engines have a serial anti-theft system. This serial anti-theft system is only defeatable through ECM reprogramming. You should plan on having the ECM re-flashed when installing this into your transplant vehicle.

  • Displacement: 364ci
  • Block: Cast Iron
  • Heads: Cast Aluminum 15-degree cathedral port
  • Compression: 10:1
  • Bore & Stroke: 4.000” x 3.622”
  • Specs: Rated at 345 hp and 380 ft·lb from the factory.
  • Where to look: 2002-2006 Cadillac Escalade, Cadillac Escalade EXT, 2003-2006 Cadillac Escalade ESV, 2003-2007 Chevrolet Silverado SS, 2004-2005 Chevrolet Silverado and GMC Sierra (Vortec HO Edition only), 2006-2007 Classic Chevrolet Silverado and GMC Sierra VortecMax Option.

Searching For Parts..The Block: Aluminum or Cast-Iron

LS blocks came in both aluminum and cast iron versions. with so many different engine blocks in the LS family to choose from, how do you decide?

“Cast iron is the ticket,” says Billy Briggs. “For a budget build, and from a performance standpoint, the LQ4 and LQ9 cast iron blocks are the way to go. You’re going to have problems with a stock block if you try to push it too much but cast iron is the one that you can push the most without too much risk,” he added. Chad Golen also preferred the cast iron block for this type build, “Without a doubt, I would look for an LQ9 truck engine block. If you can pick up the entire complete engine with intake, ECM, accelerator pedal and harnesses, you’ll be miles ahead of the game.”

According to Briggs, “The LQ4 and LQ9 cast engines with their aluminum heads and composite intakes are well designed to work together and there is no reason to try and mix and match other heads or intakes for this type of budget build.” He quickly added; “You will want to get the wiring harness, computers, sensors and gas pedal with the engine when you pull it from the vehicle. Don’t clip the wires and find out later that it costs you more in the long run to replace these electrical components and have them calibrated to your engine.” Golen added, “If you can’t get the matching heads for the engine block, it’s worth your time and the extra expense to find a set of L92 heads from a Cadillac 6.2 liter engine.”


LQ9 cast iron block.

Briggs says that the production blocks are stronger than most people give credit. “These blocks are pretty solid pieces that don’t have any inherent problems,” explained Briggs,” but when you go to put the heads back on, I wouldn’t use the GM MLS gasket. They are good but for 90 bucks you can put the FELPRO MLS gasket on it.” The bottom line on Gen III cast iron blocks is durability. To illustrate that point, Briggs said “If you bought a 6 liter truck motor, bought new rods and pistons, honed it out with plates, you could make 1,000 horsepower all day long.”

However, as we’ve covered elsewhere, the L92/LS3 heads are an inexpensive upgrade and worth a ton of power.

“Probably the best power potential to dollar value in LS cylinder heads would have to be the L92/LS3 rectangle port heads,” advised Golen. ” But don’t forget – they can only be used on engines with a bore of at least 4 inches – like a 6.0L iron truck engine, or an LS2.” In addition, you’ll need a new intake manifold, rockers, and gaskets.

An LS6 style head is good for naturally aspirated applications because of the smaller combustion chamber. L92 cylinder heads have become very popular additions to the LQ4/LQ9 iron truck blocks because of their flow. The L92 heads have proven themselves to be rockets based on the racing influenced design of the heads which have raised runner floor and wider port opening by virtue of an offset intake pushrod. Golen believes that “it’s worth the time and effort to find a set of L92 heads for your cast iron block. There are big horsepower gains that can be made with that combination.”

Here’s a quick rundown on the LS cylinder heads by casting numbers:

Casting Number 12564241 or 12559853
  • 1997-2003 LS1 Passenger Cars
  • Aluminum
  • Combustion Chamber Volume: 66.67cc
  • Compression Ratio: 10.1:1
  • Intake Port Volume: 200cc
  • Exhaust Port Volume: 70cc
  • Intake Valve: 2.00”
  • Exhaust Valve: 1.55”
  • Part #12559853 (1997-2000), 12564241 (2001-2003)
Casting Number 12562317 or 12572035
  • 2001-2004 LQ4/LQ9 equipped truck
  • Material: Aluminum
  • Combustion Chamber Volume: 71.06cc
  • Compression Ratio: 10:1
  • Intake Port Volume: 210cc
  • Exhaust Port Volume: 75cc
  • Intake Valve: 2.00 inches
  • Exhaust Valve: 1.55 inches
  • Part Number: 12572035
Casting Number 2716 and 5364
  • 2008+ LS3/L92 Passenger cars and Corvette
  • Material: Aluminum
  • Combustion Chamber Volume:68.4cc
  • Intake Port Volume:257cc
  • Exhaust Port Volume:86cc
  • Intake Valve Diameter:2.165 inches
  • Exhaust Valve Diameter:1.59 inches

  • LS7 Intake manifold with fuel rails.

    Intake Manifold

    When it comes to the subject of getting air to your engine, Briggs says that there are limitations on stock piece. The factory LS6 intake is pretty decent, as is the LS3 and LS7. But when it comes to truly making power, it make more sense to put a carb’d style intake on or a FAST unit.

    “The truck engine intake flows a lot of air but it’s also the tallest. If there is a concern over space issues and the intake fitting under the hood, then you’re going to be forced to use the lower profile intake. The Z06 style manifold is the better one of the car intakes.” Briggs also explained that the intake off of an F-body Camaro (LS1) would bolt to the truck blocks and work well when space was at a premium.

    Golen would opt to stay with the LS1/LS3/LS7 F-body intake “for cost and ease of making the fuel system work properly. The F-body intake includes fuel rails that are a returnless design. Less cost, less plumbing and less work.”
    GM LS9 Crankshaft

    Crankshafts

    There’s no need to worry about the quality of a stock crankshaft with a turbo or reasonable horsepower supercharger engine, according to Briggs. “The stock crank is fine. I’ve made over 1,000 horsepower with a stock crank. It’s not the ideal situation and not something that I would not plan on doing routinely but it proves that the stock crank can handle more than the stock cranks of the 70’s or 80’s.”

    There are some issues to be aware of however. The 1999 & 2000 LQ4 engine came stock with a 0.44″ longer crankshaft to accommodate the 4l80E transmission engine/tranny combination that was offered in the stock vehicles during that period. The early LQ4 blocks can run the older SBC style transmissions like the TH350, 700R4 and TH400 with no problem. If you want a newer LQ4 block to run an old style transmission, you have to install an older style crankshaft into the block or use a crank spacer for the flex plate.” Golen echoed Briggs by saying, “The stock crank is worth keeping unless you want to push the engine. Then it’s worth it to upgrade to an aftermarket piece.”

    Rods & Pistons

    Factory pistons are definitely the weak point of the LS family. Assuming you’re looking at a non-LSA/LS9 engine, you’re looking at hypereutectic pistons that won’t survive under high horsepower or boost. However, at the 500-600 horsepower level, they will do for budget builds. The LS7 piston and LS3 piston is a little more stout than the truck or LS1/LS2 units; so you might be able to push things a little bit. However, inexpensive pistons are cheap enough that if you’re scouring the junkyard for pistons you are probably penny-wise and pound-foolish. Same thing with rods, if you’re looking for pistons or rods, for the most part, inexpensive aftermarket offerings are inexpensive and strong.

    In Conclusion

    We believe that the LS is more than the small block Chevy of this generation. Engine parts are as plentiful and they are clearly better than small block Chevy parts. So we’re talking better design and technology, equal availability, and more durability. We hope this guide helps you identify and pick the best LS parts that your money can buy, and whether you’re surfing a junkyard, Craiglist, or trying to sweet talk your buds into hooking you up – now you know what you need!
 
I will look at your other cams.

LS actually likes 108-106 LCA.
But few can tune it right.
Too aggressive behavior & wild lope drives EFI Tuners nuts.
I witnessed 1st hand.
 
Yes. Its True.
I have seen 1,000+ HP from cast iron LS Engine blocks in the Race shop on the Chassis Dyno. Big 88 MM Turbocharged.

I worked for the Ex Boss Brandon Twice now.
I refuse to go back.
He was a Big D I C K.

On Facebook yet Looking for an Experienced Race Mechanic.

I warned him I was not going to take his BS No more.
Walked out one night.
 
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View All Comp Cams XFI Roller Camshafts For GM LS-Series/Gen III Engines

COMP Cams 54-424-11
XFI RPM Hi-Lift Hydraulic Roller Camshaft GM Gen III/LS1/LS2/LS6 1997-PRESENT (Three-Bolt) Lift: .558" /.563"
249-54-412-11.jpg

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Part Number: 249-54-424-11
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COMP Cams 54-424-11 XFI RPM Hi-Lift Hydraulic Roller Camshaft GM Gen III/LS1/LS2/LS6 1997-PRESENT (Three-Bolt) Lift: .558" /.563" $428.99


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XFI RPM Hi-Lift Hydraulic Roller Camshaft
GM Gen III/LS1/LS2/LS6 1997-PRESENT (Three-Bolt)
  • Lift: .558''/.563''
  • Duration: 212°/218°
  • Lobe Separation Angle: 115°
  • RPM Range: 1400-6700


COMP Cams 54-424-11 Details
XFI RPM Hi-Lift Hydraulic Roller Camshafts

Great street cam with very wide power range, good drivability and excellent response.

Operating Range: 1400-6700 RPM
Duration Advertised: 265° Intake / 271° Exhaust
Duration @ .050'': 212° Intake / 218° Exhaust
Valve Lift w/1.7 Rockers: .558'' Intake / .563'' Exhaust
Lobe Separation Angle: 115°
Specifications:
Intake Valve Lift (in.)
0.558
Exhaust Valve Lift (in.)
0.563
Int. Duration @ .050 in. (Deg)
212
Exh. Duration @ .050 in. (Deg)
218
Int. Duration Advertised (Deg)
265
Exh. Duration Advertised (Deg)
271
Engine Make/Size
Chevy Small Block (262-400)
Lifter Type
Hydraulic Roller
Usage
Street/Performance
RPM Range
1400-6700
Advertised Duration
265 int./271 exh.
Advertised Exhaust Duration
271
Advertised Intake Duration
265
Basic Operating RPM Range
1,400-6,700
Cam Style
Hydraulic roller tappet
Camshaft Gear Attachment
3-bolt
Computer-Controlled Compatible
Yes
Duration at 050 inch Lift
212 int./218 exh.
Exhaust Duration at 050 inch Lift
218
Exhaust Valve Lift with Factory Rocker Arm Ratio (
0.563
Grind Number
XR265HR
Intake Duration at 050 inch Lift
212
Intake Valve Lift with Factory Rocker Arm Ratio (i
0.558
Quantity
Sold individually
Valve Lift with Factory Rocker Arm Ratio
0.558 int./0.563 exh.
Valve Springs Required
Yes
Lobe Separation (Deg)
115
Manufacturer's Part Number:
54-424-11
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COMP Cams 54-424-11

Looks to be a Better Fit match for your friends Buick Skylark.

Dynomotion torque curve will predict better its true nature.
 
COMP Cams 54-451-11
XFI Xtreme Truck Hydraulic Roller Camshaft GM Gen III/LS1/LS2/LS6 1997-PRESENT (Three-Bolt) Lift: .554" /.558"
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Part Number: 249-54-451-11
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12 Easy Payments as low as $34.12/month for est. total pymts of $409.31.

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XFI Xtreme Truck Hydraulic Roller Camshaft
GM Gen III/LS1/LS2/LS6 1997-PRESENT (Three-Bolt)
  • Lift: .554''/.558''
  • Duration: 261°/265°
  • Lobe Separation Angle: 115°
  • RPM Range: 1000-5700


COMP Cams 54-451-11 Details
XFI Xtreme Truck Hydraulic Roller Camshafts

5.3L/6.0L Chevrolet/GMC Truck. Significant gains in mid & upper RPM range. Exhaust upgrade needed for best performance. Needs a programmer.

Operating Range: 1000-5700 RPM
Duration Advertised: 261° Intake / 265° Exhaust
Duration @ .050'': 208° Intake / 212° Exhaust
Valve Lift w/1.7 Rockers: .554'' Intake / .558'' Exhaust
Lobe Separation Angle: 115°
Specifications:
Intake Valve Lift (in.)
0.520
Exhaust Valve Lift (in.)
0.524
Int. Duration @ .050 in. (Deg)
212
Exh. Duration @ .050 in. (Deg)
216
Int. Duration Advertised (Deg)
266
Exh. Duration Advertised (Deg)
270
Lifter Type
Hydraulic Roller
Usage
Street/Performance
RPM Range
800-5200
Engine Make/Size
Chevy 350 Gen III
Engine Make/Size
Chevy 294-364 (Vortec)
Advertised Duration
261 int./265 exh.
Advertised Exhaust Duration
265
Advertised Intake Duration
261
Basic Operating RPM Range
1,000-5,700
Cam Style
Hydraulic roller tappet
Camshaft Gear Attachment
3-bolt
Computer-Controlled Compatible
Yes
Duration at 050 inch Lift
208 int./212 exh.
Exhaust Duration at 050 inch Lift
212
Exhaust Valve Lift with Factory Rocker Arm Ratio (
0.558
Grind Number
G3XFI261HR15
Intake Duration at 050 inch Lift
208
Intake Valve Lift with Factory Rocker Arm Ratio (i
0.554
Quantity
Sold individually
Valve Lift with Factory Rocker Arm Ratio
0.554 int./0.558 exh.
Valve Springs Required
Yes
Lobe Separation (Deg)
115
Manufacturer's Part Number:
 
COMP Cams 54-451-11

Best suited for a 1 ton LS Truck or a LS Suburban Pulling a 7000-10000 lb trailer & Loaded Mike.
 
Like an Old school musclecar High Valve Lifts are hard on Valvesprings.

.550-.585-.600 valve lifts Max you want on the street for care free operation.

.525 range be more reliable.

LS Heads do like High lift cams.
 
COMP Cams 54-424-11 Details XFI RPM Hi-Lift Hydraulic Roller Camshafts
Great street cam with very wide power range, good drivability and excellent response.
Operating Range: 1400-6700 RPM
Duration Advertised: 265° Intake / 271° Exhaust
Duration @ .050'': 212° Intake / 218° Exhaust
Valve Lift w/1.7 Rockers: .558'' Intake / .563'' Exhaust
Lobe Separation Angle: 115°

Personally, I like the numbers, but I question that much valve lift. Too much?
 
The Ex Boss used Comp Cams exlusive in LS Engines.
Never had one fail on me there.
Still not favorite company.

Isky cams.'
Crower.

Have Crane Cams .
Howards.
Many more to see what out there.
 
I saw the long block today and it does not have cathedral heads on it from the factory. They are rectangular ports.
 
Loves302Chevy said:
COMP Cams 54-424-11 Details XFI RPM Hi-Lift Hydraulic Roller Camshafts
Great street cam with very wide power range, good drivability and excellent response.
Operating Range: 1400-6700 RPM
Duration Advertised: 265° Intake / 271° Exhaust
Duration @ .050'': 212° Intake / 218° Exhaust
Valve Lift w/1.7 Rockers: .558'' Intake / .563'' Exhaust
Lobe Separation Angle: 115°

Personally, I like the numbers, but I question that much valve lift. Too much?
Click to expand...
The valve lift they chose must match the Flow Area Curve of most LS Heads.
Must be looking at the entire area .050" to Max lift chosen.
Is what it is they give you.
Ease of tuneabilty largest concern for your friend.
Give best Highway street manners he needs.
 
LS Engines don't hit real hard on the Bottom end.
Enough torque to get moving quick.
Power almost always comes on hard 3,000-4500 RPMs.
Due to the the large cc intake runners.
Airspeeds Velocity just barely enough at low rpms to get moving.

They definite are considered High CFM flow heads.
 
So 4L60E Transmissions hold up oK.
Bottom end torque not enough to explode them with Many Street LS.

Race Mode or True drag race they fail.
Every single Chicago Street Racer goes right for the Turbo 400.
Even a TH 400 is swapped into C5, C6, & C7 Corvette.
 
Maniacmechanic1 said:
LS Engines don't hit real hard on the Bottom end.
Enough torque to get moving quick.
Power almost always comes on hard 3,000-4500 RPMs.
Due to the the large cc intake runners.
Airspeeds Velocity just barely enough at low rpms to get moving.

They definite are considered High CFM flow heads.
Click to expand...

That is why I told him to err on the conservative side with camshaft selection. TORQUE to get that boat moving.
 
Loves302Chevy said:
That is why I told him to err on the conservative side with camshaft selection. TORQUE to get that boat moving.
Click to expand...
He Has LS3 Heads.
Full CNC Ported they can move 380+ CFM @28 inches water.

Going to have to research more stock LS3 Head Flow Rates.

I agree Torque.
 
Likely going to need a stall torque converter Mike with the LS3 Heads.
Cam being secondary actually.
2500 RPM or slight more.
 
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