the resource guide for ls performance why is gm’s ls · widely considered to be the finest...

Why Is GM’s LS

Engine Swap?ThE MoST PoPuLar

The Myths ofNitrous oxide

– how To Select an EFI System– Choosing The right Drivetrain

– Custom Cam Buyer’s Guide

BaSIC & BEyoND

The ResouRce Guide foR Ls PeRfoRmance

Modernizeyour ClassicMuscle Car

CPG2014-LS

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Driven Racing Oil beats the competition by 5 HP at mul-tiple RPM.

National Brand 20W-50Driven 15W-50

1.866.611.1820 • DrIVeNrACINGoIL.CoM

Competition drives innovation. Born from Joe Gibbs Racing, the Driven Racing Oil brand was created to advance engine and driveline lubricant technology in all-out race and high performance engines. But what makes our products so different from all the others?

Define THe Problem, solve iT WiTH CHemisTry – Zero ComPromises Our products are unique because we always put the “motor ahead of the molecule.” Often, oil companies have no real world understanding of how these products are actually used, but Driven keeps things in the proper order. The oil is for the motor, not the other way around. Our product development team looks at the motor and how it is used; then we design application specific products using a “zero compromises” approach that delivers a measurable performance advantage.

off-THe-sHelf oil may no longer be enougH To ProTeCT your engineDue to ever tightening federal EPA requirements, today’s motor oils have reduced quantities of anti-wear chemistries like Zinc, Phosphorus and Sul-fur. As a result, the oil you buy today is not the same as it was 10 years ago. While this is good for most stock daily driven street cars, it is bad news for your racing engine. Racing engines see more RPM, higher loads and increased temperatures compared to street engines, so a racing en-gine requires higher levels of these wear additives to prevent premature part failure. So you see, the oil used in an engine needs to be formulated specifically for that type of engine. You wouldn’t use a stock piston in a race engine, and the same goes for oil. And that’s where Driven excels.

raCers CreaTing soluTions for raCing enginesRacing is in the DNA of our company, and every product we develop is proven to perform. From full synthetic race oils to engine break-in oils, Driv-en offers a wide range of race-winning products that deliver enhanced per-formance, protection and value. So whether you need gear oil for your quick change or qualifying motor oil that provides every ounce of speed, put your trust in lubricants engineered and proven to perform. Put your faith in the innovator of high performance lubricants – Driven Racing Oil.

The “cheap” oil you have to change fre-quently costs more than you might think. See the cost comparison below between the “cheap” off-the-shelf oil versus using Driven Racing Oil XP9 over a five race period.

CosTComParisonsave over $30

x 5CoNVeNtIoNAL rACING oIL

+$135.92

(8 quarts & filter, first race)$16.99

(4 times, once per race)

DrIVeN syNtHetIC rACING oIL

$47.92 (8 quarts & filter)

= $239.60 Total Cost ForOil After 5 Races

= $203.88 Total Cost ForOil After 5 Races

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Think all oil Performs and Protects The same? you are Wrong.

#DrivenToWin #DrivenToWin #DrivenToWin #DrivenToWin #DrivenToWin #DrivenToWin #DrivenToWin #DrivenToWin Driven is DifferenT.

+5 HP

2013 Camaro 1LE Daily Driving a Super Car 27

1973 Camaro Tearing Up The Street Car Scene52

Welcome to LS Power, the automotive aftermarket’s resource guide for LS performance. We’re the newest source for your LS-specific power-train, including available engine and drivetrain upgrade components, events, websites and forums, as well as LS project vehicles.

We’re showcasing companies that celebrate common traditions and values – those of product innovation, superior engineering and un-matched customer service. Whether your LS-powered vehicle is clas-sic or modern, LS Power has the optimal product solution for you.

Enjoy!

The LS Power Team

The Resource Guide For LS Performance

FEATURES18 LS Swap

Why the LS platform is so popular

20 Bitchin’ CamaroCarl Schultz ‘69 Camaro

27 Red Hot Camaro 1LE2013 Camaro 1LE with mods

52 Second Gen F-Body680 HP LS7

COMMUNITY6 LS Events7 Hot LS Websites & Forums

SHOP TALK8 What Makes Driven Oil Different13 Rocker Arm Tech30 Selecting An EFI System34 LS Intake Manifold Selection41 Torque Converters Explained47 Aftermarket LS Transmissions60 Nitrous Oxide Myths Debunked66 LS Toolbox – Must Haves67 Custom Cam Grinds

PRODUCTS9 Speciality Oils10 Lifters14 Rocker Arms17 Pushrods22 Valve Springs25 Cam Phaser Limiters/Accessories26 Timing Sets30 Electronic Fuel Injection Systems35 Intake Manifolds38 Throttle Bodies/Accessories39 Fuel Injectors42 Torque Converters46 Transmissions/Kits48 Flexplates49 Drivetrain Electronics50 Drivetrain Accessories54 Clutches56 Engine Blocks58 Cylinder Heads60 Nitrous Oxide Systems62 Induction Systems68 Camshafts

AT A GLANCE

201969 Camaro Modern LS Performance In First Gen Camaro Package

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Increase power by simply changing out your rocker arms.

A complete EFI kit for your LS is now available.

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Intake manifolds with removable runners for easy porting.

The benchmark of LS power for radical street & all-out racing.

Don’t underestimate the role your torque converter plays in performance.

The proper camshaft is just as important as your engine choice.

2 Ls PeRf o R m ance

SpotlightSBrouGhT To you By:Driven Racing OilToll Free: 1.866.611.1820www.drivenracingoil.comtech@drivenracingoil.comfacebook.com/DrivenRacingOiltwitter.com/DrivenRacingOil

COMP CamsCAM HELP: 1.800.999.0853www.compcams.com [email protected]/COMPWinstwitter.com/COMPCamsyoutube.com/COMPCams

FASTEFI HELP: 1.877.334.8355 www.fuelairspark.com [email protected]/FASTWinstwitter.com/FuelAirSpark

TCI AutomotiveTRANS HELP: 1.888.776.9824 www.tciauto.com [email protected]/TCIAutotwitter.com/TCIAuto

Quarter MasterToll Free: 1.888.258.8241www.quartermasterusa.comfacebook.com/QuarterMasterWinstwitter.com/QMClutches

RHSRACING HEAD HELP: 1.877.776.4323www.racingheadservice.com [email protected]/RacingHeadServicetwitter.com/RHSWins

ZEXNITROUS HELP: 1.888.817.1008www.zex.com [email protected]/ZEXNitroustwitter.com/ZEXNitrous

IngléseSTREET ROD HELP: [email protected]/IngleseInductiontwitter.com/IngleseStyle

The Newest EFI Offering From FAST Electronics

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The Story Behind Driven Racing Oil’s Success

Is A Custom Ground Camshaft Right for You?

3 comppe r f o r manceg r oup . c om

Second generation LS-powered Chevy Camaro at the Year One Experience taking in Road Atlanta’s 2.54-mile Grand Prix road course.

SoulClaSSiC MuSCle Car

+teChnologyModern Car


nirvanaautomotive=

LS Series Showdown (Southern California)Drag racing, auto cross or cruise, the LS Series Showdown has it all for you. Staged over four days in August, these special LS-centric events are tons of fun for you and the family.

Drag RacingSaturday, Aug. 2 4 p.m. – 10 p.m.

Irwindale Speedway500 Speedway Drive • Irwindale, CA626.358.7432

Big Bear CruiseMonday, Aug. 3 9 a.m.

92-Mile CruiseWildwood Park • 536 E. 40th St. & Waterman Ave San Bernardino, CA

Lunch Monday, Aug. 4 10:30 a.m.

Hooters725 North Milliken Ave. • Ontario, CA909.989.2209

Auto Cross Monday, Aug. 4 3 p.m. – 10 p.m.

Adams 5292 24th Street • Riverside, CA 951.686.3826

Car Show Tuesday, Aug. 5 8 a.m. – 3 p.m. (7 a.m. for Vendors)

K&N1455 Citrus Street • Riverside, CA 800.858.3333

Chevy Performance LSX Challenge Series | NMCADeveloped from the excitement of the LSX Shootout and going on its third year, the LSX Challenge Series will run at four select events in 2014:

Chevy High Performance (All-GM) NationalsMay 30–June 1 Commerce, GA Atlanta Dragway

NMCA NorwalkAug. 21–24 Norwalk, OH Summit Motorsports Park

LS FestSept. 5-7 Bowling Green, KY Beech Bend Raceway

NMCA Indiana/LSX ShootoutOct. 9-12 Indianapolis, IN Lucas Oil Raceway

HOT ROD Magazine Power TourWidely considered to be the finest high-end automotive tour in the world, the HOT ROD Magazine Power Tour embodies everything that HOT ROD Magazine has represented for over 65 years. This seven-day, seven-city tour will travel over 1,500 miles through seven states, kicking off in Charlotte, NC, and traveling to Wisconsin Dells, WI. Check out the list of events below and catch them when they travel near you — or better yet — join them!

Saturday, June 7 Charlotte, NC Charlotte Motor SpeedwaySunday, June 8 Knoxville, TN Chillhowee Park Monday, June 9 Charleston, WV Downtown (Kanawha Blvd)Tuesday, June 10 Norwalk, OH Summit Motorsports Park Wednesday, June 11 Crown Point, IN Lake County Fairgrounds Thursday, June 12 Bettendorf, IA The Isle Casino Friday, June 13 Wisconsin Dells, WI Chula Vista Resort

LS FestThe Holley LS Fest is a celebration of anything and everything powered by the in-credible GM LS engine. If an LS-based engine is powering your ride or if you are considering a swap to LS power, this is your event. Race cars, street rods, muscle cars, trucks, late models, drifting — you name it. If it is powered by an LS, there will be something here for you!

September 5-7 Bowling Green, KY Beech Bend Raceway

eventSGot an LS-powered vehicle? Here’s where you need to be.LS


LS1Tech.comOne of the most robust LS vehicle forums. Site includes full range of for sale parts, educational content and lots of general tech discussions – just to mention a few initial topics.

Camaro5.comThe most complete forum covering the 5th Gen Camaro. Covers everything from events to parts and cars for sale to tech, how to’s and just general discussion.

LS1.comGeneral LS content site where, as they say, “just about any-thing goes on LS related news.” Notable topics include parts for sale, Pontiac WS6 & Camaro SS tech and FAQs on LS engines of all types.

LS1GTO.com & LS2GTO.comThe top forum sites for information about LS1 and LS2 pow-ered 04-06 Pontiac GTOs.

S10racer.comIf you race or just enjoy high performance LS engine-powered S-series Chevy trucks and Blazers, the S10 racer forum covers lots of insider information for LS1, LS2, LS6, LS7 and LSX engine tuning.

GMInsideNews.com/forumsThis site offers up tech and news about GM engines and vehicles. The LS section includes not only news but also tech content covering things like oiling systems, wiring harness updates and general LS development.

Top ForumsLSXTV.comFull of electronic magazine content on everything LS, this site feeds daily content to fans of this popular engine. It is linked to the innovative Power AutoMedia, which generates a huge amount of entertaining and informative video content that no LS fan will want to miss.

GMHighTechPerformance.comDelivers tech articles, news and reviews to the late model GM performance community. Read the GM blog for advice, expert opinions and discus-sions from around the world. The site showcases additional tech advice about all GM engines, shootout racing and detailed GM engine builds.

ChevyHardCore.comChevyHardCore.com is an all-performance Chevy on-line magazine, providing the latest in up-to-date industry news, nationwide event cov-erage, technical articles, tun-ing secrets for the street and strip, and features on some of the coolest machines to ever come from the General.

Top Websites

LS online reSourCeSThe best places to research, learn about, shop for and just have fun with your LS-powered vehicle


driven iSDifferent

according to Speed, “the last thing the world needs is another oil company” and “there’s no such thing as the best oil.” Strange words coming from a man

who has devoted his entire career to just that – oil. But this devotion also makes him understand that “best oil” isn’t actually the principle – it’s the “right oil.”

Driven Racing Oil was originally created to advance engine and driveline lubricant performance in all-out race and high performance engines, but now those innovations extend beyond the racetrack to the street.

The product line is unique in that it “puts the motor ahead of the molecule.”

Often oil companies have no real world understanding of how these products are actually used, but Driven keeps things in the proper order. The oil is for the motor, not the other way around. The product development team looks at the motor and how it is used; then they design application specific products using a “zero compromise” approach that delivers a measurable performance advantage.

Does racing R&D transfer to the average Joe on the street?What we learn in racing we do apply across the board – we the take basic chemistry from the toughest race environment and apply it to street performance.

You’re a small company – how are you able to compete with the big name companies?The small company size allows us to be nimble and deal directly with the end user. When you call Driven, you talk to the head tech guy, not a mid-level customer service person who didn’t actually formulate the product. And our products are used at the highest levels of motorsports all the way back to the guy in his garage.

What does the future hold for Driven?We stay in constant communication with the end user to stay on top of an ever evolving market. So, armed with that information, we’ll then use chemical engineering to enable higher performance, better fuel economy and lower emissions across the spectrum of vehicles. This will also help us develop more advanced technology to bring to the table. Performance enthusiasts will always push the envelope – we’ll help push them to that next step.

IF you ThINk aLL oIL PErForMS aND ProTECTS ThE SaME ThEN you WouLD BE MISTakEN.Driven racing oil’s Lubrication Specialist Lake Speed, Jr. tells us just how different Driven racing oil is.

LAKE SPEED, JR. EXPLAINS WHY “DRIVEN IS DIFFERENT.”


Competition/RaceOil provides the thin film of lubricant that keeps your LS race engine from going over the edge during competition. Driven Racing Oil developed a race-specific oil to deliver a competitive advantage without compromising durability. Formulated with more Zinc, Moly and proprietary friction modifiers than competitors. Quarts starting at $16.99.

DrivelineThe pursuit of increased power output and durability does not end at the flywheel. The engineering staff at Driven Racing Oil looks for every possible advantage, and Driven products deliver measurable performance gains in transmissions, rear gears and power steering. Quarts start at $10.99.

CSP – Coolant System ProtectorDon’t put your engine at risk from the corrosive effects of coolants mixed with minerals in non-distilled water. Driven CSP neutralizes these minerals and prevents damage due to hard water. Keeps engine coolant passages clean and lubricates water pumps. Do not mix with other coolant additives. 12 oz. Bottle starts at $9.99.

Break-InDriven’s petroleum BR30 Break-In Oil provides optimum levels of Zinc and Phosphorus and ensures excellent ring sealing for LS engines. Good for up to 400 miles. Quarts starting at $8.99.

Street PerformanceModern high performance LS street engines place high demands on a motor oil. Idling, Ethanol-blended fuels and extended periods of storage can cause corrosive wear problems. This LS-specific oil from Driven utilizes race proven technology to protect on the road and in the garage. Quarts starting at $10.99.

Break-In OilsDescription Qt. Bottle Case (12 Qts.)

BR30 5W-30 01806 01807

Street PeformanceDescription Qt. Bottle Case (12 Qts.)

LS30 5W-30 02906 02907

Competition/Race OilsDescription Qt. Bottle Case (12 Qts.)

Synthetic XP3 10W-30 00306 00307

DrivelineDescription Qt. Bottle Case (12 Qts.)

Synchromesh Trans. Fluid 04006 04007Limited Slip Gear Oil 75W-90 04230 04231Power Steering Fluid 01306 01307

CSPDescription 12 oz. Bottle Case (12 Btls.)

Coolant System Protector 50030 50031


Link Bar Hydraulic Roller Lifters (Patent Pending)

This COMP Cams hydraulic roller lifter with a link bar design does away with the factory lifter trays and features a patent pending piston allows trapped air to escape the lifter for faster “pump up.” Axles produced from premium 52100 heat-treated steel make for increased wear resistance and overall strength while still maintaining an overall lightweight body design. Starting at $551.86.

Link Bar Short Travel Hydraulic Roller Lifters (Patent Pending)

These hydraulic roller lifters from COMP Cams let you have the advantages of both a light pre-load that allows quick recovery from bad harmonics in the valve train and heavier pre-load that reduces oil volume under the plunger and increases stiffness. These are the most stable and highest revving hydraulic lifter available for LS engines. Starting at $564.17.

Endure-X Solid Roller LiftersWith today’s more aggressive cam lobe designs and increased RPM ranges, it takes a superior roller lift-er to withstand the abuse. COMP Cams addressed this issue with the Endure-X Lifters that are fully heat-treated, machined to ultra-high tolerances and are fully rebuildable. The four main features of these lifters include: a removable link bar, EDM Oil Injection Technology, precision sorted needle bear-ings and a tool steel axle. Starting at $606.91.

Removable Link Bar Combines the benefits of a remov-able link bar with the safety of a captured link bar.

EDM Oil Injection Technology Guarantees the bearing as-sembly receives a constant flow of pressurized oil via a precision hole aimed directly at the needle bearings.

Precision Sorted Bearings Precision-sorted by size to distribute load evenly, preventing premature wear and failure.

Tool Steel Axle Made of wear resistant Tool Steel to prolong life of the roller assembly.

Description Diameter Weight Seat Height Part #Link Bar Hydraulic Roller Lifters LS Series Captured Link Bar Roller Lifter for 1997-Up, Fits Factory, RHS, LSX & Warhawk Blocks .842" 140g 2.66" 8957-16

Link Bar Short Travel Hydraulic Roller Lifters LS Series Captured Link Bar Roller Lifter for 1997-Up, Fits Factory, RHS, LSX & Warhawk Blocks, Short Travel, Link Bar Guide

.842" 145g 2.66" 15956-16

Description Diameter Weight LiftersLink Bars

Pushrod Seat Location

Oil Hole vs. Axle

Seat Height Part #/Style

Endure-X Solid Roller Lifters GM Gen III/LS1/LS2/LS6 Solid Roller Lifters − Not Designed for Street Use .842" 118g (16)

8956-1(8)

838-L (16) Centered Perpendicular 2.01"8956-16

Cutaway w/ Oil Band

Endure-X Solid Roller Lifters GM Solid Roller Lifters for LSX & Warhawk Block .842" 118g (16)

8956-1(8)

8958-L (16) Centered Perpendicular 2.01"8958-16

Cutaway w/ Oil Band

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We went to the valve train experts at COMP Cams to get the scoop on their line of LS performance lifters.

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Path OfPressurized Oil

1MODULAR DESIGNPushrod seat insert can be changed for centered, left or right offsets. A patent-pending design allowing oil control through the pushrod insert lets builders modify lifters to meter extra oil to the top.

2TOOL STEEL, PINNED AXLES.400" Axles (extra large for maximum load support) allow for extra needle bearings (total of 23) for optimum load distribution. Needles are constructed from 52100 bearing steel and are micro-sorted with a contoured profile.

3PRESSURE-FED OILINGCenter and top axle oil outlets for lubrication through the axle, directly to the needles − exactly where you need it.

4CAPTURED LINK BARSDesigned specifically for race and high RPM appli-cations, captured link bars offer maximum control and durability.

Description Diameter Weight Pushrod Seat Location Wheel Diameter Seat Height Part #LS Series, GM Gen III/IV .842" 99g 8 Pairs Centered .750" 2.22" 98956-16LS Series, GM Gen III/IV 904" 120g 8 Pairs Centered .820" 2.25" 98952-16

* Lifter bore spacing min. 1.700" & max. @ .450" lift is 1.975"/@.500" lift is 1.950".

The Four Main Features Of Elite Race Solid Roller Lifters:

FEATURES:A Captured Link Bars

B Lightweight Arm Design

C .400" Diameter Oversized Hollow Axle (Largest in Industry)

D 9310 Steel, Precision-Ground & Polished Wheels w/ Micro-Sorted, Precision-Ground Needle Bearings

E CNC-Machined & Ground, REM Polished 8620 Steel Body w/ Increased Surface Area

F Exclusive Column Design

Elite Race Solid Roller Lifters (Patent Pending oil Control)

COMP Cams Elite Race Lifters feature a host of advantages over competing race lifter designs, including an SAE 8620 stainless steel alloy body that is CNC-ma-chined and REM-finished, SAE 9310 steel alloy wheels that are micro-polished and micro-sized and needles that are made from 52100 bearing steel and mi-cro-sorted with a controlled contour profile.

The exclusive body design does not include an oil band, thus maximizing rigid-ity and reducing lifter bore wear. While the construction and body design make them incredibly strong, the Elite Race Lifters are also lightweight, with each lifter weighing less than 100 grams individually. All lifter bodies are “tall” and will clear both stock and aftermarket .300" tall lifter bores and will properly fit either 5/16" or 3/8" ball pushrods. Starting at $965.63


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#13702-KIT

LS Front CoversWhy You Need It? A unique design allows these covers to work with both front and rear cam sensor, OEM and aftermarket LS engines. No modifications are required.

What Makes It Better? LS Front Covers feature provisions for a timing pointer, OEM camshaft sensor and any regular SBC crank trigger. They easily fit double roller timing chains and high pressure/volume oil pumps, and come with a gasket and crank seal.

LS Rocker Trunnion Upgrade KitWhy You Need It? This retro-fit kit converts a stock LS rocker arm into a captured roller trunnion for performance applications.

What Makes It Better? Proven in NASCAR LS spec race engines, the LS Rocker Trunnion Upgrade Kit increases valve train stability and stiffness to achieve maximum valve motion.

facebook.com/COMPWins twitter.com/COMPCams youtube.com/COMPCams

COMPCAMS.COM CAM HELP® 1.800.999.0853

More Than JusT CaMs

Proven UPgrades For YoUr Ls

Three-Bolt Cam Lock PlateUses an innovative and easy-to-install design to prevent cam bolts from backing out at any RPM level or load in GM Gen III/IV LS Engines.

Engine Plug KitMade from brass and galvanized steel to resist cor-rosion, the plugs in this kit will last for years without rusting or getting stuck in the engine block.

LS Valve Spring CompressorEnables the removal of two valve springs at a time, without first having to remove the rocker stand or any of the other installed rockers.

#5462#5461

#251

#5496 (LS1/LS2/LS3/LS6)#5497 (LS7)

ALL hARdWARE INCLUdEd[ [

Engineered To Finish First.

Other POPular lS acceSSOrieS

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Three Basic Ways To Increase Power Through A Rocker Arm Change

One of the most important components in your engine is the rocker arm. It is also one of the most vulnerable. As the turning point of the

valve train, the rocker arm is basically a sophisticated lever that redirects the upward tappet and pushrod movement and then multiplies it by the rocker ratio to downward movement at the valve.

This is a highly critical process. Due to stresses and vibrations, which are more prevalent during high speed operation, rocker arms undergo what is known as de-flection. Severe rocker arm deflection causes inefficient engine performance, and often results in metal fatigue leading to increased wear and friction in the valve train and eventually engine failure.

LIFT THE VALVE MORE By increasing the rocker arm ratio, it’s possible to increase valve lift without ever touching the cam-shaft. Valve lift can typically be increased as much as 10% by increasing rocker ratio.

MAKE THE ROCKER ARM STIFFER To increase stiffness, look at three characteristics: material, geometry and the rocker’s holding fixture. The easiest way to increase stiffness is to switch to chromemoly steel. Although heavier than some other materials, it can offer some design advantages and have much thinner sections than aluminum due to its superior strength density. Stiffness of the mounting is just as important as the stiffness of the rocker body. For the ultimate in high per-formance, shaft mounted rockers may be the way to go.

DECREASE THE MOMENT OF INERTIA The moment of inertia is the rocker’s resistance to rotation. The higher this measure-ment, the more valve spring pressure it takes to control the rocker arm instead of the valves – losing RPM and horsepower. The moment of inertia is lowered by lightening the rocker arm’s weight, particularly at areas that are farther from the trunnion. Two ways you can do this are by switching to a lighter weight material or by removing mass from the rocker body design.

101roCker arMS

Until recently, aluminum rocker arms have been considered a more affordable but less durable option to steel rockers. COMP Cams has developed aluminum rockers that use precision-sort-ed needle bearing trunnions to withstand both aggressive spring pressures and valve lift. The COMP Cams Ultra-Gold ARC Alu-minum Roller Rockers actually have the highest rocker-to-valve spring clearance of any aluminum rocker – up to 1.625" valve spring O.D. And while these aluminum rockers are lightweight, they are still incredibly strong and feature a lifetime warranty.Al

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um R

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COMP Cams steel rocker arms are all constructed from 8620 or 8650 chromemoly steel, which is a higher grade material that makes them extremely durable and tough. The material keeps them from flexing, and they have large trunnions and more nee-dle bearings, which allow the load to be more evenly spread and the rocker to last longer. Steel can thus be run in harsh en-vironments without fatigue issues. Some COMP steel rockers are even lighter than most aluminum because COMP has reduced mass in low stress areas.

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Stud mounted rockers have evolved over the years, resulting in geometric design changes that led to the innovative arched web design seen in today’s Ultra Pro Magnum and Ultra Pro Magnum XD Rockers from COMP Cams.

Shaft mounted rockers have increased mounting stiffness and valve train stability. These systems are designed for high-end performance applications.

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Ultra Pro Magnum Roller Rocker ArmsUltra Pro Magnum Roller Rocker Arms from COMP Cams take stud mount rocker performance, stability and value to a whole new level. The modern arched, web-like design delivers in-creased strength and rigidity while still reducing the moment of inertia and optimizing the dynamic balance. Starting at $387.69.

8650 Chromemoly Body Body material and arched, web-like de-sign deliver increased strength and rigidity while reducing mo-ment of inertia.

Increased Retainer & Spring Clearances Allow the use of large diameter springs, retainers and +.050" locks without clearance or fitment issues.

Spring Pressure Withstand valve spring pressures up to 850 lbs.

Black Oxide Finish Exterior finish prevents corrosion, thus in-creasing durability.

Features Oversized trunnions, precision-sorted needle bearings and hardened roller tips.

GM LS Ultra Pro Magnum Rocker Arm KitsDesigned to fit under stock valve covers without machining, COMP GM LS Ultra Pro Magnum Rocker Arm Kits are the simple solution for upgrading to an adjustable valve train in your GM Gen III/IV engine. Includes rocker arms, guide plates, rocker studs, adjusting nuts and set screws. Starting at $579.79.

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Description Stud/Pedestal Ratio Part # Ultra Pro Magnum Roller Rocker Arms GM LS1/LS2/LS6 (Adjustable) 3/8" Stud 1.8 1675-16

Ultra Pro Magnum Roller Rocker Arms GM LS1/LS2/LS6 Pedestal 1.8 1677-16

Ultra Pro Magnum Roller Rocker Arms GM LS3/L99/L92 (Factory Offset, Adjustable) 3/8" Stud 1.8 1676-16

Ultra Pro Magnum Roller Rocker Arms GM LS3/L99/L92 (Factory Offset) Pedestal 1.8 1678-16

Components Kit Part # Components Kit Part #

GM LS Ultra Pro Magnum Rocker Arm Kits LS1/LS2/LS6

16755-KIT

GM LS Ultra Pro Magnum Rocker Arm Kits LS3/L99/L92

16765-KIT

1.8:1 Ultra Pro Magnum Rocker Arm Set 1.8:1 Ultra Pro Magnum Rocker Arm Set

5/16" Flat Guide Plates for 5/16" Pushrods 5/16" LS3 Guide Plates for 5/16" Pushrods

3/8" Rocker Studs 3/8" Rocker Studs

3/8" Adjusting Nut 3/8" Adjusting Nut

Set Screw Set Screw

Components Part #

OEM LS Rocker Arm Trunnion/Roller Bearing Upgrade Retro-Fit Kit Rocker Arm Trunnion13702-KITOEM LS Rocker Arm Trunnion/Roller Bearing Upgrade Retro-Fit Kit Rocker Arm Bearing

OEM LS Rocker Arm Trunnion/Roller Bearing Upgrade Retro-Fit Kit Rocker Arm Retaining Ring

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OEM LS Rocker Arm Trunnion/Roller Bearing Upgrade Retro-Fit KitCOMP Cams can help you convert a stock LS series rocker arm into a captured roller tunnion for race applications with this retro-fit kit. Proven in the NASCAR LS spec engine, it increases stability and stiffness. Starting at $144.56.


Ultra-Gold ARC Aluminum Roller Rocker ArmsDesigned for high performance street and race engines, the CNC-machined, lightweight design improves quality while increasing engine power and enhancing valve train stability.

Using cutting-edge design techniques and manufacturing process-es, COMP Cams created the Ultra-Gold ARC (Arced, Recessed, Con-toured) Rockers increase engine power, enhance valve train stabili-ty and improve oiling in high performance street and race engines.

They feature an extrusion developed through FEA analysis, re-sulting in a stronger, stiffer body without compromising mass. An arced channel and contoured top, similar to a bridge design, give the rockers the best strength-to-weight ratio possible. The body also has additional CNC contouring to improve clearances for valve covers and springs.

Ultra-Gold ARC Series Aluminum Rocker Arms feature a spring oil-er channel through the body for improved lubrication. Standard trunnion retaining clips have been replaced with an ultra durable spiral lock type clip, similar to what holds a piston pin in place. Stress relieving radii have also been added to areas of the body, trunnion and pushrod seat insert. Even the included locking nuts have an increased surface area to better maintain lash/pre-load and eliminate wear. Starting at $520.99.

Description Stud/Pedestal Ratio Part #GM LS1/LS2/LS6 – Non-Adjustable Pedestal 1.72 19024-161, 2

GM LS1/LS2/LS6 – Non-Adjustable Pedestal 1.82 19025-161, 2

GM LS1/LS2/LS6 – Adjustable Pedestal 1.72 19026-161, 2

GM LS1/LS2/LS6 – Adjustable Pedestal 1.82 19027-161, 2

GM LS3/L99/LS92 – Non-Adjustable Pedestal 1.72 19028-161, 2

GM LS3/L99/LS92– Non-Adjustable Pedestal 1.82 19029-161, 2

GM LS3/L99/LS92 – Adjustable Pedestal 1.72 19030-161, 2

GM LS3/L99/LS92 – Adjustable Pedestal 1.82 19031-161, 2

1 Includes pedestals and bolts. 2 Clearance must be checked when using stock valve cover.

Ultra-Gold ARC Aluminum Roller Rocker Arms are so strong that COMP Cams warranties the rocker bodies against breakage for life.

Limited Lifetime Warranty

A

A

B

C

A Multiple oil passages for valve & spring tip lubrication.

B Precision-sorted trunnion bear-ing withstands aggressive valve spring pressure & valve lift.

C Arced design with channel & contoured top give best strength-to-weight ratio.


Shaft Mount Aluminum Rocker SystemsShaft mount rocker systems transfer the power of the camshaft to the valve by properly positioning the rocker over the valve. According to COMP Cams the rigidity of the shaft system adds stability to the cylinder head and valve train, and the oiling system ensures consistent oil flow from the pushrod cup to the shaft bearings and then on to the roller tip. Constructed from 2024 aluminum and uses an 8620 hardened steel shaft. Starting at $1,183.98.

Description Ratio Intake Offset Part #Shaft Mount Aluminum Rocker Systems GM LS1/LS2/LS6 1.7 .000 15001

Shaft Mount Aluminum Rocker Systems GM LS1/LS2/LS6 1.8 .000 15011

Shaft Mount Aluminum Rocker Systems GM LS3/L92 1.7 .215 1521Shaft Mount Aluminum Rocker Systems GM LS7 1.8 .350 1523Shaft Mount Aluminum Rocker Systems GM LS7/RHS Raised Port 1.8 .420 1525

1 Requires valve cover spacer or baffle removal.

Description Type Pushrod Size Stud Dia. Part #Guide Plates GM LS1/LS2/LS6 Flat 5/16" 8mm 4854-81

Guide Plates GM LS1/LS2/LS6 Flat 3/8" 8mm 4856-81

Guide Plates GM LS3/L99/L92 Flat 5/16" 8mm 4840-81 Replacement components only, must be used with #16755-KIT and #16765-KIT.

Base Thread

Description Diameter Length Stud DiameterEffective

Stud Length Part #Hi-Tech Race Rocker Stud GM Gen III/LS1/LS2/LS6 8mm .800" 3/8" 1.500" 4554-161

1 Replacement components only, must be used with #16755-KIT and #16765-KIT.

Standard One-Piece Non-Adjustable Guide PlatesGuide plates are a must for the high lift/spring pressure environments of today’s stud-mount, rocker-equipped performance engines. Each one is designed using stereo lithography design techniques for the most accurate fit. COMP Cams Guide Plates are hardened and black oxide finished while also featuring exact stud placement and rounded contact points. Starting at $20.52.


Hi-Tech PushrodsOne-piece design pushrods from .080" wall seamless chromemoly tubing en-sure the ultimate in strength and durability. The ends are precision formed, yielding added thickness in the critical tip area for strength while maintaining constant wall thickness and concentricity. The pushrods are then heat-treated to ensure compatibility with guide plates and for maximum strength. They are OD-ground for consistency and black oxide finished with a length and part number laser etched on the OD for ease of identification. Offered in a variety of lengths by COMP Cams. Starting at $150.82.

5/16" Ball Type Ends Precision formed and reinforced ball type ends

Black Oxide Finish Black oxide finish with laser etched part number and length

Applications Ideal for serious street performance and race applications

Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall PushrodsCOMP Cams offers Hi-Tech Pushrods for GM Gen III engines that restrict oil flow. While the standard Hi-Tech Pushrods feature .100" oil holes, the oil re-stricting pushrod openings are half that size at .050". These pushrods include one-piece 4130 chromemoly material with a wall thickness of 0.080" and 60 Rockwell hardness. Each pushrod is clearly labeled with part number and length. Starting at $206.89.

A

TECH NOTES

Pushrod Length & Rocker Arm GeometryA large number of variables are involved in determining the correct pushrod length for your application. Pushrod length is affected by any of the following:

• Block deck height • Head deck height • Head stud boss height • Rocker arm brand/design • Cam base circle size • Lifter design/brand/pushrod seat height

• Valve stem length

Any number of items can vary from en-gine to engine, requiring you to use a different pushrod length. Following the steps below will streamline the push-rod selection process, ensuring that you get the right parts the first time.

1. Buy a checking pushrod.2. Determine correct valve train

geometry.3. Measure the resulting pushrod.

GM Gen III/LS1/LS2/LS6Description Wall Thickness Diameter Length Part #

Hi-Tech Pushrods –.100" Short .080" 5/16" 7.300" 7949-16Hi-Tech Pushrods –.075" Short .080" 5/16" 7.325" 7794-16Hi-Tech Pushrods –.050" Short .080" 5/16" 7.350" 7950-16Hi-Tech Pushrods –.025" Short .080" 5/16" 7.375" 7795-16Hi-Tech Pushrods Standard Length .080" 5/16" 7.400" 7955-16Hi-Tech Pushrods +.025" Long .080" 5/16" 7.425" 7796-16Hi-Tech Pushrods +.050" Long .080" 5/16" 7.450" 7956-16Hi-Tech Pushrods +.075" Long .080" 5/16" 7.475" 7797-16Hi-Tech Pushrods +.100" Long .080" 5/16" 7.500" 7957-16Hi-Tech Pushrods Standard Length GM LS7 .080" 3/8" 7.750" 8905-16Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall Pushrods –.100" Short .080" 5/16" 7.300" 8305-16Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall Pushrods –.050" Short .080" 5/16" 7.350" 8306-16Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall Pushrods Standard Length .080" 5/16" 7.400" 8307-16Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall Pushrods +.050" Long .080" 5/16" 7.450" 8308-16Hi-Tech Oil Restricting 5/16" One-Piece .080" Wall Pushrods +.100" Long .080" 5/16" 7.500" 8309-16

A.

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ON THE WEB To see full descriptions of these pushrod measuring techniques and valve train geometry, visit the LEARNING CENTER at COMPCAMS.COM.


When the first LS engine appeared in the 1997 Cor-vette, it left traditional

Chevy engine fans scratching their heads. Here was an engine that re-wrote all of the rules with virtually nothing that interchanged into the classic Small Block Chevy launched way back in 1955. Some doubted its staying power. But engine builders took a wait-and-see mentality to determine if the aftermarket would embrace this new engine.

As we all know now, the LS family of engines has grown dramatically. Its versatility to make power and torque with new and uniquely LS-based components has changed the way racers and enthusiasts race and drive their vehicles. Today it has be-come the preferred “resto-mod” en-gine for a number of reasons.

Top reasons to go LSGreat durability: The LS engine has better sealing characteristics than ei-ther the classic Chevy small or big

block engines. This includes not only the oiling systems, which were trag-ically flawed with the classics, but with head gaskets which have better cylinder and water jacket sealing.

Easily adaptable: As the engine has evolved, both the factory and the af-termarket have created new ways to make power. Whether you are using the steel block truck LS base (which is highly available, sturdy and inex-pensive) all the way to the LS9, you can swap from a wide range of heads and cranks along with naturally aspi-rated intakes, superchargers or turbo systems. The number of aftermarket components available from intake

manifolds to off-the-shelf and custom ground camshafts make just about any performance target reachable.

Easy power: While the newest LS9 engine makes up to 638 horsepow-er and tons of torque, aftermarket changes can net far more power. This slim dimensioned engine (have you measured the Ford Coyote engine valve cover width?) will fit in a wide variety of engine bays. But the key is the ease with which power adder parts can be bolted in place. Just take a surf for online products through the Summit (www.summitracing.com) or Jegs (www.jegs.com) web-sites for some happy results.

GM’s LS-based engines are the most popular engine swaps today with muscle car and hot rod car builders. So what makes them so popular?

1. No distributor – coils are mounted on valve covers

2. Center main thrust bearing design for better strength

3. Each cylinder features four head bolts

4. Each main bearing cap features six bolts

5. The block bore spacing on all engines is 4.40"

6. Lifter bores measure 0.842" in diameter

Key Design Features Common to all LS Engines

LSuniverSal engine Swap?

the


Emissions compatible: GM started early in the game of building engine “pack-ages,” making it easy for enthusiasts not wishing to battle emissions regulations. LS engine buyers will find it easy to build up an engine that features excellent driv-ability through modern car-style fuel in-jection and full emissions legality.

Engine Swap KitsThere are a wide variety of engine swap kits available that allow easy installation of your LS engine into many classic do-mestic and assorted import vehicles. They offer hard-to-find parts, such as oil pans, that are compatible with the OEM tie rods and K-members, remote air in-take systems that sidestep the need for modifying stock hoods and complete electronic fuel injection wiring retro-fits to replace classic carbureted engines with modern fuel injection. Your best guide here are LS forums such as LS1Tech.com. The possibilities will amaze you.

Popular LinksCOMP Cams Valve Train Partswww.compcams.com

Chevy Crate Engine Guidewww.chevrolet.com/performance/ crate-engines.html

1. Camaros and Firebirds from 1967–81 and Chevy Nova from 1968–74

2. Chevelles from 1964–723. C10 Chevy/GMC Trucks from 1967–72

& 1973–874. Y-Body Corvette from 1963–67 &

1972–815. Classic 1955–57 Chevrolets6. Mazda RX7 – all generations7. GM G-Body Platform – Malibu,

Monte Carlo, etc. from 1978–888. Datsun Z-Car – 240, 260 & 280Z9. Any hot rod – 1948 & older

Popular LS Engine Swaps

Pontiac Firebird

Datsun 280Z

Chevrolet Chevelle

Chevrolet Corvette


Carl Schultz had a ’69 Camaro.

It was a clean, very straight, old res-toration with classic drivetrain but in need of new power and suspension. With dreams of a more modern and efficient muscle car, Carl met with Norm Brandes and Jim Daley from Silver Lake, Wisconsin’s Westech Au-tomotive at the 2012 Performance Racing Industry show in Orlando. Shortly thereafter, a complete Cama-ro ready for performance upgrades showed up at the Westech Shop.

After serious discussions among all involved about potential forms of LS engine transplants, Carl, owner of Five Star Racing Bodies, settled on a new GM Performance LSX454 engine cranking out over 620 horse-power. Adding to that total, Westech Automotive added a FAST LSX

R In-

take with a Big Mouth Throttle Body to build upon the impressive power.

While original plans called for a 200R4 automatic transmission to replace the apparent factory 350TH currently in the car, a total redirection was ulti-mately made, inserting a Tremec TKO six-speed after it was determined that the original fitment was for a 4-speed manual transmission. To ensure pos-

Photos by Norm Brandes & Joe Lewandowski

This Camaro fools the competition by packing a 620 HP LSX454 engine under the hood.

LS Power & modern day SuSPenSion make THiS cLaSSic muScLe car 100% cooLCaMaroBitchin’


itive tire engagement, a heavy-duty clutch plus a strong and lightweight driveshaft were installed to control the massive horsepower and torque.

To improve the drivability of the car, Westech engineered a throttle-by-ca-ble fuel injection system over the more common throttle-by-wire controls typically found with this engine. The spark plug coil packs were mounted by the oil pan to keep all wiring out of view and the plumbing was contained with stainless steel tubing, making for a super clean engine compartment.

But it was clear to both Norm and Jim at Westech, along with Carl, that the car had to stop and handle as well as a new Camaro. Happy with the modifications made to modernize the power and throttle response, they turned to the suspension.

To get the right handling and chassis strength, they called on Heidts Hot Rods and Muscle Cars of Lake Zurich, Illinois, to achieve those key features. In the rear they installed a Heidts four-link suspension — two inches narrower than stock — to accommo-

Taking a peak at the Heidts four-link suspension and drivetrain.

date the increased width wheels and tires they had planned.

Up front, they used the Heidts Pro-G subframe featuring rack-and-pinion steering for crisp cornering and ex-cellent steering response. Massive di-ameter Wilwood disc brake rotors ac-companied with six-piston front and four-piston rear calipers netted better than a modern car stopping power.

Finishing off the Camaro, Norm and Jim attended to some of the spots on the paint needing touch-up but for the

most part left the exterior as it arrived. To that they added SS-style graphics and the original 350 c.i. engine em-blems to fool the competition as to the amazing power under the hood. The result is a car that checks all the boxes with regards to modern Camaro performance while wrapped in one of the best Camaro shapes ever to leave a GM assembly line.

Ask Carl about his ’69 Camaro now.

Westech Automotive 262.889.4346Heidts Automotive 800.841.8188

According to COMP Cams, proper selection of the valve spring begins with identifying the application and select-ing all of the valve train components necessary to achieve the engine builders’ goals. Selection of the wrong spring is one of the most common causes of engine failure. Other common causes are the incorrect installation and improper handling of the springs. Check out the LS spring offerings from COMP Cams on the following pages. Beehive Conical Dual

select Retainers

2691826915

select Valve springs

Beehive Valve Spring Kits• Kits designed for hydraulic roller

cams include carefully matched Beehive Springs, retainers, locks, seals and spring seats

• Available with chromemoly steel or tool steel retainers

• .600" Maximum lift for kits includ-ing Part #26915 valve springs

• .625" Maximum lift for kits including Part #26918 valve springs

• Starting at $334.88, depending on spring & retainer selection

774-16

1772-16

Part #26915Components Component Part #s Kit Part #

Beehive Valve Springs 26915-16

26915CS-KITSteel Retainers 774-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4705-16


Beehive Valve Springs 26918-16

26918CS-KITSteel Retainers 774-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4705-16Beehive Valve Springs 26918-16

26918TS-KITLightweight Tool Steel Retainers 1772-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4705-16

4705-16

511-16

623-16

All kits include

ForwArDSPrinGSLS Performance



Street/Strip Dual Valve Springs 26925-16

26925TS-KITLightweight Tool Steel Retainers 1717-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4695-16


Street/Strip Dual Valve Springs 26926-16

26926TS-KITLightweight Tool Steel Retainers 1779-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4695-16Street/Strip Dual Valve Springs 26926-16

26926TI-KITTitanium Retainers 779-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4695-16

4695-16

511-16623-16

All kits include

Dual Valve Spring Kits• Dual valve spring kits designed for hydraulic roller and some

solid roller camshafts

• Include springs, retainers, locks, seals and spring seats

• Kits available with tool steel or titanium retainers



• Starting at $436.17, depending on spring & retainer selection

26925

select Valve springs

1717-16 1779-16 779-16

select Retainers

ForwArD26926


Conical Valve SpringsExpected to become the new standard in high performance valve spring design, COMP Cams Conical Valve Springs utilize a round wire and feature a diameter and progressive pitch driven natural frequen-cy. The conical shape constantly decreas-es diameter from the bottom to top to reduce active mass and decrease applied forces, which results in longer valve train component life and less parasitic horse-power loss. This design also increases the valve train RPM limit while reducing res-onance concerns and decreasing dynam-ic spring oscillations. It dampens without wear, heat/friction or risk from interfer-ence contact. The result is longer spring life and the ability to run more aggressive camshafts. Superfinish surface process-ing also increases both lift capability and spring longevity.

• Designed for hydraulic roller and some solid roller camshafts

• Include matched valve springs, retain-ers, locks, seals and spring seats

• Available with either chromemoly steel or tool steel retainers

• .630" Maximum lift

• Starting at $384.63, depending on re-tainer selection

Valve spring


Conical Valve Springs 7228-16

7228CS-KITSteel Retainers 774-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4680-16

7228


Conical Valve Springs 7228-16

7228TS-KITTool Steel Retainers 1772-167° Steel Valve Locks 623-16Valve Seals 511-16Spring Seats 4680-16

774-16

1772-16

4680-16

511-16 623-16

All kits include

select Retainers


Cam Phaser Limiter Kits (Patent 8,291,876 B2)

Cam phasers are computer-controlled cam gears that au-tomatically optimize cam timing based on current engine RPM and are used in 2007+ GM Gen IV VVT (Variable Valve Timing) engines. Engine oil is pressure-fed to the phasers through passageways in the cylinder heads and cams. The engine computers control solenoids that adjust this oil flow throughout the phasers’ control chambers, cre-ating the ability to retard the cams.

While this technology provides fuel efficiency and the ability to always be in the best position for maximum power, regardless of engine RPM, it presents some lim-its when it comes to performance cams. With such a

wide range of valve timing movement, there is very little piston-to-valve clearance, which limits you to small cam profiles with little overlap. COMP Cams Cam Phaser Limiter Kits restrict the range of cam timing movement to 22°, thereby providing the necessary valve clearance for serious performance cams with tighter lobe separa-tions – all while utilizing the benefits of VVT technolo-gy. Starting at $64.22.

Description Part #GM Gen IV 2007-08 VVT 5456GM Gen IV 2009-Present VVT 5460

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Description Part #Billet GM LS Belt Tensioners Billet GM LS1/LS2/LS3/LS6/LS7 Adjustable Belt Tensioner w/ Idler Pully Passenger Cars 540211, 2

Billet GM LS Belt Tensioners Billet GM LS1 Adjustable Belt Tensioner, 1998-02 F-Body 54025LS Front Cover GM LS1/LS2/LS3/LS6 5496LS Front Cover GM LS7 5497

1 Will not work in truck engines. 2 If used with 2010+ Camaros, belt must be changed. Use Gates Part #K060827.

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B.

Front CoversAvailable for either stan-dard or long snout (LS7) crankshafts, the covers eas-ily fit double roller timing chains and high pressure/volume oil pumps. Sold with gasket and crank seal; no modifications needed. Starting at $257.44.

Timing Set Accessories from COMP Cams

Billet Belt TensionersThese bolt-on Billet LS Belt Tensioners are a fully adjustable solution for controlling potentially damaging res-onance and maintaining desired belt tension. Starting at $160.63.

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tiMingit RiGHt


Adjustable Timing SetsCOMP Cams Adjustable Timing Sets for LS Applications feature durable, induc-tion hardened steel billet gears feature a 3 keyway crank sprocket for addition-al 4-degree incremental adjustability and 6-degree maximum advance/retard. The pre-stretched, heat-treated double roller timing chain with heavy-duty large pin design includes Torrington roller thrust bearing for reduced friction. Ideal for all street performance and race applications. Starting at $180.77.

Keyway Adjustable Billet Timing SetsThese timing sets from COMP Cams feature induction hardened and pre-cision machined steel billet gears for bulletproof durability in GM LSX applications. Featuring a 9 keyway crank sprocket for 2-degree incremen-tal adjustability and 8-degree maximum advance/retard, the pre-stretched, heat-treated double roller timing chain with heavy-duty large pin design includes Torrington roller thrust bearing for reduced friction. Ideal for all street performance and race applications. ranging from $127.69.

Timing Sets for RHS/LSX Raised Cam BlocksTiming Sets for RHS/LSX Raised Cam Blocks are engineered for use with cam blocks raised .388" above stock. Each timing set includes a premium chain with unmatched strength and durability for extreme race applica-tions. Available in a wide variety of options from COMP Cams, including 3 keyway, 9 keyway or Hex Adjust; 1 or 4 pole reluctors; and 1- or 3-bolt cam cores. Starting at $207.48, based on configuration.

Description Part #Adjustable Timing Set GM LSX Single Chain Hex Adjust Type for 3 Bolt Cam, 1 Pole Reluctor (24x) 3158KTAdjustable Timing Set GM LSX Single Chain Hex Adjust Type for 3 Bolt Cam, 4 Pole Reluctor (58x) 3172KTAdjustable Timing Set GM LS7 Single Chain Hex Adjust Type for 3 Bolt Cam, 4 Pole Reluctor (58x) 3167KTKeyway Adjustable Billet Timing Set GM LSX (58x) Single Chain 9 Keyway (Single-Bolt Gear, 4 Pole Reluctor) 7107Keyway Adjustable Billet Timing Set GM Gen III LS2 (Early Model w/ 24 Tooth Reluctor Only) 7102Keyway Adjustable Billet Timing Set GM LS2 (Single-Bolt) 7105Keyway Adjustable Billet Timing Set GM LS3 (58x) 9 Keyway (Three-Bolt Gear, 4 Pole Reluctor) 7106Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain Hex Adjust Type for 3-Bolt Cam, 1 Pole Reluctor (24x) 9158KTTiming Sets for RHS/LSX Raised Cam Block GM LS Single Chain Hex Adjust Type for 3-Bolt Cam, 4 Pole Reluctor (58x) 9172KTTiming Sets for RHS/LSX Raised Cam Block GM LS Single Chain 3 Keyway for 1-Bolt Cam, 4 Pole Reluctor (58x) 9673T3Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain 3 Keyway for 3-Bolt Cam, 1 Pole Reluctor (24x) 9658T3Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain 3 Keyway for 3-Bolt Cam, 4 Pole Reluctor (58x) 9672T3Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain 9 Keyway for 1-Bolt Cam, 4 Pole Reluctor (58x) 9673T9Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain 9 Keyway for 3-Bolt Cam, 1 Pole Reluctor (24x) 9658T9Timing Sets for RHS/LSX Raised Cam Block GM LS Single Chain 9 Keyway for 3-Bolt Cam, 4 Pole Reluctor (58x) 9672T9Timing Sets for RHS/LSX Raised Cam Block GM LS Double Chain Hex Adjust Type for 3-Bolt Cam, 1 Pole Reluctor (24x) 3173KTTiming Sets for RHS/LSX Raised Cam Block GM LS Double Chain 3 Keyway for 3-Bolt Cam, 1 Pole Reluctor (24x) 3154Timing Sets for RHS/LSX Raised Cam Block GM LS7 Single Chain Hex Adjust Type for 3-Bolt Cam, 4-Pole Reluctor (58x), One-Piece Oil Cog w/ Gear 9167KTTiming Sets for RHS/LSX Raised Cam Block GM LS7 Single Chain 3-Keyway for 3-Bolt Cam, 4-Pole Reluctor (58x) 9667T3

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C


In 2013, Chevrolet released the 1LE package for Camaros. This package was an upgrade from the SS package that offered an affordable alternative with many of the ZL1’s upgrades, but didn’t have the supercharger bolted to the motor. Many aspects made the transition though, such as the blacked out hood, upgraded suspension and suede appointed interior.

Our shop can get extremely backed up with project cars, so having a local shop that specializes in late-model GMs is a valuable asset. When it comes to GM cars, our partner to help with the work load is Cunningham Motorsports, in Murrieta, CA. CMS specializes in tuning and tweaking GM cars. One day when we were at CMS, we noticed a brand new, shiny red Camaro SS 1LE sitting out front and had to know what the story was behind the car.

Ryne Cunningham the owner of Cunningham Motor-sports, said the Camaro was his personal ride. We chatted with him about the car, but not much else was said about it. However, over the course of a year we noticed that the Camaro was receiving upgrades. CMS had to put their touches on the car to make sure that the Camaro reached its full potential.

Acquiring The 1LEWe asked Ryne what caught his eye about the 1LE Camaro, besides the bright red paint. “For me it was the price point. I was able to get an SS Camaro, with a ton of upgrades for a great price.” His plans were to take the car to the occa-sional road race, but mainly drive it daily. The plan was never to leave the Camaro in stock form though.

a 2013 camaro 1Le wiTH modSTo make Sure iT LiGHTS uPTHe comPeTiTion1Lered hot

FranZ’S

Story & Photos ByChevyHardcore.com


Starting ModificationsShowing what CMS was capable of, they started by installing a set of American Racing headers to help free up some horsepow-er. These headers are 100% American made from stainless steel. According to their website, just bolting on these headers will provide an extra 32 WHP, without a tune.

From there he ordered up one of his own custom ground COMP Cams. These cams are specifically ground to CMS specifications. With this cam, the motor has a nice lope to it but is still street able and tame. Being a proprietary CMS product, Ryne wouldn’t give us the exact specs. After the new bump stick was installed, a cold air Airaid intake was installed.

After all these modifications were complete, the car was thrown on the dyno to see what it could do. What Ryne walked away with was an impressive 432 lb. ft. of torque and 472 HP, at the wheels.

Suspension UpgradesTurning his attention from the engine, Ryne looked at the sus-pension. Even though this car had the upgraded 1LE suspen-sion, he knew there was more potential in the Camaro to make the car handle flawlessly on the track. What he did was replace the stock sway bars for a set of high performance Pfadt sway bars in the front and rear to keep the car planted.

While he was tinkering with the suspension, a set of Pfadt drop springs were thrown in to get the stance on the car just right and lower the center of gravity. In the rear, a set of Pfadt cradle bushings were added as well, to keep the rear end in the right spot and prevent any driveline vibrations.

Now that the car had the right stance, a new set of wheels was in order to finish off the menacing look of the car. Cun-ningham called Forgeline to get a set of wheels for the car. In the front he opted for a set of 20×10.5" GA3’s and a set of 20×11.5" for the rear. The GA3 wheels are worth noting as well as these aren’t just a fancy set of wheels. Forgeline used all of their racing knowledge to produce this street version of their race GA3R wheel. They are made from 6061-T3 alumi-num with heat-treated rim shells and assembled with stainless steel hardware. The “I-Beam” technology reduces weight in the wheel but provides extra strength.

With custom finishes available from Forgeline, Cunningham picked a gloss black hoop with contrasting flat black spokes for a dramatic look. They are wrapped in a sticky set of BF Good-wrich Rivals, 285/35/R20 in the front and 315/30/R20 in the rear to keep the car stuck to the ground like glue.

This car not only catches the eye, but backs it up with 472 HP under the hood.

1LE package is offered on 1SS and 2SS coupe modelsExclusive Tremec TR6060MM6 6-speed manual transmis-

sion with a standard air-to-liquid cooling system3.91 geared limited slip differentialExclusive monotube rear dampers27mm solid front stabilizer bar28mm solid rear stabilizer barHigher-capacity rear-axle half shaftsStrut tower braceZL1-based 20 x 10-inch front and 20 x 10-inch aluminum

wheels285/35ZR20 Goodyear Eagle Supercar G:2 tires front and

rear (identical to the front tires for ZL1)ZL1 wheel bearingsToe links and rear shock mountsZL1 high-capacity fuel pump and additional fuel pickupsMatte black hoodBlack front splitter and rear spoiler10-spoke ZL1-based wheelsZL1’s flat-bottom steering wheel trimmed in sueded microfiberShort-throw shifter from the ZL1 trimmed in sueded microfiber

1LE Upgrades Over SS


Testing The LimitsOnce all the mods had been done, Ryne wanted to really test the car out. “I took the car on a half mile airport strip and did 147 mph, hitting the rev limiter.” That just tells us the car has more in it for a higher speed, but the car wasn’t built for that. “I also took the car to Big Willow Springs, where I ran the course in 1:34.4,” he added. Big Willow, in Rosamond, CA, is a 2.5 mile road course located two and a half hours north of Cunningham Motorsports. Looking at the Big Willow track records, we see Mario Andretti holds the record at 1:06.050 seconds in an Indy Car. Cunningham’s record is pretty impressive for a car three times the size and weight of the track record holder.

Selling The 1LEAs is the case with many gearheads, when the car was “finished” Ryne got bored with it with only 7,200 miles on the odometer. He decided to sell off the car to help finance the next project. We asked him what happened to his red hot ride and he pointed to his right-hand man in the shop, Mike Franz. When Ryne decided that he was ready for that next project, he started asking around if anybody was interested in the 1LE. Mike raised his hand saying he would love to buy the car. A deal was struck and the car now resides with Mike.

New OwnershipMike is a Chevy man through and through. This 1LE Ca-maro is actually the fifth Camaro he has owned. “I grew up in a Chevy family, so I was raised around Chevys” he explained. After test driving a Dodge Challenger and Ford Mustang, Mike knew the Camaro was the car he wanted. “For me these 5th Gen Camaros were the fastest, most comfortable, with a back seat and in my price range.”

We asked Mike what he really loved about the car. “I’m the bully at the stoplight” he said laughing. “I have a car that catches eyes but has the power to back it up.”

Even though he’s not a big fan of red cars, something just drew Mike to this particular Camaro. “I was just drawn to the red on this car, plus I’m the one that turned all the wrenches on this Camaro at CMS, so I knew it well.” Since all the upgrades had been done with the car, Mike said he hasn’t really made any major modifications to the car since it’s been in his possession.

The few modifications that Mike did to help make the car his own was to add a pair of ten-inch Rockford Fosgate sub-woofers in the trunk for a little bass. Since he also worked at CMS, he couldn’t just leave the car alone. He figured out how to control the two stage mufflers with a remote control. Now he can push a button and go from stealth mode to race mode and back again. A neat little trick to have in your pocket, es-pecially if the police are sitting behind you at a light.

Future PlansWe noticed that Mike really babies this car when cruising around. Being big gearheads we would want to constantly mash the throttle. “This car is my daily driver that I rely on to get to work and back, so I try to not beat it up too much,” he said. He does have plans to take it down the drag strip to see what the car can do though. “I don’t really want to take it on a road course because that beats up cars pretty good, and I still have to make it to work on Monday.”

When talking about the car, Mike has nothing but a huge smile on his face. He said that he drives the car everywhere, in any weather. There’s nothing wrong with daily driving a super car, except trying to keep your foot off the gas.

Cunningham Motorsports 951.677.0716


Tough Decisions A lot of factors come into play when choosing an EFI system – what kind of horsepower are you making, do you have previous EFI experience, do you mind using a laptop or is a hand-held unit pre-ferred, do you want to custom tune or prefer a system that tunes itself, do you have a naturally aspirated or boosted application, do you want data logging, do you need specific application wiring? And this isn't even the entire list!

Picking Your System By starting here and answering these basic questions, and then reading about the LS EFI systems available from FAST, you should be able to easily select a system that's perfect for you.

Here to Help Still not sure? No problem. Call FAST toll free at 1.877.334.8355 or email [email protected]. A certified EFI specialist can help you select the appro-priate system for your LS application.

SeLectingthe BeSt

For LS controLSySteM

eFi

EZ-EFI 2.0 LS Self Tuning Engine Control KitFAST engineers have developed the simplest plug-and-play, self tuning engine control system on the market for LS engines. The FAST EZ-EFI 2.0 LS Self Tuning Engine Control Kit is the easiest way to get your LS transplant up and running without all the complex PCM flashing and harness reworking required with the stock unit. No laptop or tuning experience is required.

This kit features all of the advantages of the award-win-ning EZ-EFI 2.0 system, plus it includes the EZ-LS Ignition

Controller and utilizes stock or aftermarket LS injectors, sensors and coils. With the included FAST EZ-LS Ignition Controller, the user can easily get running or optionally adjust timing. This multi-port installation kit is compatible will all LS-based car and truck engines and is designed and engineered by FAST. Starting at $1,660.96.

Description Part #EZ-EFI 2.0 LS Self Tuning Engine Control Kit 30405-KIT

ECU

Color Touchscreen Hand-Held Unit w/ Mount

Fully Mesh-Wrapped Main Harness

Wide-Band O2 Sensor

Electronic Fuel Pressure Kit

EZ-LS Ignition Control Unit & Harness

Kit Includes


XFI Sportsman This is a bank-to-bank, fully soft-ware-tunable EFI setup designed for muscle car, late model street and sportsman drag racing engines, along with boosted and individual runner throttle body applications.

It requires a laptop for tuning and features FAST C-COM software, which comes packaged along with the nec-essary USB connectivity cable. A us-er-configurable auxiliary input chan-nel is included, as well. The system

also offers both load-indexed Speed Density and Alpha-N fuel strategies.

The FAST XFI Sportsman System fea-tures full tables to monitor fueling, acceleration fuel, timing and air/fuel targets, while full function data logging is also included. It supports both naturally aspirated and boosted applications up to 5 bar, is compatible with wet nitrous and has nitrous tim-ing retard control.

Compatible with return-style and re-turnless fuel systems, XFI Sportsman is designed for use with high-imped-ance injectors and works with a va-riety of multi-port systems. It is con-veniently configurable to work with EZ-LS and the XIM for LS coil pack ignition control. Starting at $1,959.97.

Description Part #XFI Sportsman 303005

Waterproof ECUBosch Wide-Band O2 SensorMesh-Wrapped

Multi-Port Wiring HarnessFuel Pressure Sensor KitC-COM SoftwareColor Touchscreen Hand-Held

Unit w/ Mount (XFI e-Dash)

Kit Includes

EFI Crate/ Transplant Engine Management KitsFor owners of fuel injected crate/transplant engines, FAST presents a solution to allow easy conversion to aftermarket EFI for GM LS en-gines. Kits are tailored to perfectly match the specific brand and mod-el of crate engine being converted. Starting at $2,542.40.

Description Kits*For GM LS1/LS6 3010091

For GM LS2 – 2005 Only 301010For GM LS2/LS3/LS7 – 2006 & Newer 301011

1 Does not include throttle body.

* Kit contents may vary by application. Call for specific kit contents.

XFI 2.0 EFI SystemXIM Ignition ModuleCable-Driven 92mm Throttle

Body*Air Temperature SensorWide-Band 02 SensorNecessary Plug & Play Wiring

Kit Includes


XFI 2.0 EFI Kits FAST also offers plug-and-play XFI 2.0 EFI Kits to allow you to upgrade the fuel injection system on your LS engine and includes features such as: fully sequential EFI with an individual cylinder correction option, wide-band 0

2 sensor, boost control,

progressive dry or wet nitrous control with up to 4 stages, trans-brake creep control, an advanced self tuning option and internal data logging that records comprehensive data from engine sensors.

It also includes the popular C-COM software that is easy-to-navigate and contains the advanced features demanded by professionals, yet allows first-time EFI users to tune with confidence. XFI 2.0 includes all of the wiring necessary to upgrade and allows use of OEM LS sensors and components. A laptop is required. Starting at $2,675.22.

Description Part #Naturally Aspirated 301050Boosted 301051

ECU w/ Internal Data Logging

NTK Wide-Band O2 SensorAll Necessary HarnessesEZ-LS Ignition Controller Kit

(see page 33)Air Temperature SensorMAP SensorC-COM Software

Kit Includes

a New

XFi 2.0 eFi kit specifically foR

youR ls eNGiNe


XIM Ignition ControllerThe FAST XIM Ignition Module lets you easily install the EZ-EFI 2.0, XFI 2.0 and XFI Sportsman on LS distributor-less ig-nition type EFI engines. It’s a simple plug-and-play installation with factory type connectors that plug into your factory sensors. Also available are standalone ignition modules for coil-per-cyl-inder carb applications or the original EZ-EFI that enable pro-grammble control of the late model coil-per-cylinder ignition systems, independent of the fuel delivery method or any factory computer. Not compatible with finned-truck LS coils. Connector kit starting at $106.04, XIM kits starting at $619.80, standalone units starting at $679.73.

Description Kits* Standalone**GM LS1/LS6 XIM Kit w/ Harness 301311 3013112GM LS2/LS3/LS7 XIM Kit w/ Harness 301312 3013122GM LS1/LS2/LS3/LS6/LS7 XIM Connector Kit 301311K —

* For use with EZ-EFI 2.0, XFI 2.0 or XFI Sportsman.

** For use with original EZ-EFI or carbureted applications.

1 Connector kits consist of connectors, terminals & seals only – no wires.

Description Part #GM EZ-LS Ignition Controller Kit 301312E

* Must be used with FAST EZ-EFI 2.0, XFI 2.0 or XFI Sportsman.

GM EZ-LS Ignition Controller KitEasiest way to handle LS coil-near-plug ignition control for FAST electronic fuel injection systems

With simplified wiring and tuning flexibility, the FAST GM EZ-LS Ignition Controller Kit delivers low cost and proven ignition control for any LS engine swap utilizing a variety of FAST EFI setups, includ-ing EZ-EFI 2.0, XFI 2.0 and XFI Sportsman.

The kit utilizes a simplified plug-and-play wiring har-ness and a compact, waterproof ECU enclosure. In ad-dition, this kit was engineered to utilize stock LS crank and cam sensors. Four LED lights indicate that the controller is powered up and receiving signals. The kit offers a quick setup option that doesn’t require tuning or a laptop. However, it can be custom tuned via the FAST EZ-EFI 2.0 hand-held (when hooked up to an EZ-EFI 2.0 ECU) or XFI C-Com software con-nected to an XFI system.

It works with all 1997-Current GM coil-near-plug ignition systems and both 24x/58x tooth reluctor wheels. Not compatible with finned-truck LS coils. Starting at $411.95.

FAST EFI Components


FaST LSX Intake Manifolds

FAST offers three series of an innovative intake manifold engineered from a composite polymer material: the LSX, LSX

R and LSX

RT. But how do you know which is the best

choice for your LS application?

Below is a list of common features found in all LSX/LSX

R/LSX

RT intakes offered by FAST. On the following

pages, see each series' specific features to know which is the right choice for you.

Polymer Material Advanced polymer composite material resists heat sink effect of aluminum.

Improved Design Lighter weight, increased strength and improved heat dissipating characteristics over aftermar-ket aluminum intakes.

Modular Design Allows for easy porting if builder desires.

No Modifications Necessary Perfect bolt-on fit allows use of engine accessories with no modifications necessary.

Performance Gains Maintains performance gains achieved over stock intakes with no loss in drivability or low RPM torque.

Integrated Features Improved throttle body sealing flange with o-ring gasket; integrated nitrous bungs.

Includes Ships with stainless steel bolts, threaded insert throttle body mounts and necessary mounting hardware.

▲ Use Part #146202 ▲ Use

Part #146102▲ Use

Part #146302or Part #146602

LS7LSX

R LS1LS2LS6LSX

R

LSXRT

LS3LS9L76L92L99LSALSX

R

LS Port IdentificationRaised

Rectangle Port Cathedral PortRectangle Port

ON THE WEB To see full descriptions of these intake manifolds and other FAST products, visit FuelAirSpark.com.

whichiS

LS BreAthe?to Let yourBeSt

one


LSX 92mm Black Intake ManifoldPatent No. 7,021,263 B1

For use with GM Gen III (LS1, -2 & -6) cathedral port engine. Three-piece design allows for easy disassembly and porting if desired. Designed to work with the FAST Big Mouth or Big Mouth LT 92mm Throttle Body. Available for both street and racing applications.

The LSX 92mm Intake Manifold uses FAST Billet Fuel Rails (Part #54023) and either a Big Mouth Throttle Body (Part #54092) or Big Mouth LT Throttle Body (Part #54090). Starting at $978.50.

LSXR 102mm Intake Manifold50-State Legal CarB Eo #D-279-8

Built for rectangular port GM LS3/LS7 and cathedral port LS1/LS2/LS6 engines. Modular design with removable intake runners allows for easy disassembly and port-ing. 102mm air inlet suited to Big Mouth 102mm Throttle body, can be used with OEM or aftermarket 90mm–102mm throttle bodies. Testing on an LS7 engine produced gains of 16+ HP and testing on a 500c.i. engine produced 26+ RWHP. Starting at $983.39.

LSXRT 102mm Intake Manifold50-State Legal CarB Eo #D-279-8

Designed specifically for GM 4.8/5.3/6.0L cathedral port truck en-gines and cathedral port LS1, -2, -6 race applications where hood clear-ance is not a concern. Runner design is longer and less restrictive and gives the user the ability to remove individual runners from the manifold for modification. Modular design allows for easy porting and disas-sembly while runner design yields an incredible 25 peak horsepower gain over the stock intake1. 102mm inlet works w/ OEM electronic 78/90mm or aftermarket 90mm–102mm throttle bodies for high flow and minimal re-striction (threebolt electronic throttle bodies require an adapter)2. Big gains in rear-wheel HP yet retains factory fitments and underhood clearance requirements. Starting at $1,032.68.

1 On a stock 6.0L engine with a Big Mouth 102mm Throttle Body.

2 Some GM truck models may require the FAST 92mm or 102mm throttle body.

B

C

Description Part #LSX 92mm Black Intake Manifold 54039BLSXR 102mm Intake Manifold See Diagram on Page 34. 146102LSXR 102mm Intake Manifold See Diagram on Page 34. 146202LSXR 102mm Intake Manifold See Diagram on Page 34. 146302LSXRT 102mm Intake Manifold 146602

A. B.

C.

A


Choosing the Right Accessories for Your FAST LSXR IntakeHaving trouble determining which FAST Intake Manifold is the right one for your application? The diagram below can help. Find your LS application in one of the applica-tion boxes below and follow the lines to determine the

proper intake manifold part number, along with fuel rail options and other required and optional accessory piec-es. Please refer to these diagrams as some parts are RE-QUIRED with the installation of a FAST Intake Manifold.

1 Requires injector lower o-ring swap (included w/ manifold).

2 Except Corvette, call FAST for recommendations.

3 Except 1997-1998 Corvettes.

4 Permanent modification to OEM fuel rail required.

5 For use w/ OEM GM Truck/SUV injectors & FAST LS2 Injectors.

6 For use with FAST LS2 injectors.

7 Requires injector lower o-ring swap when using OEM injectors (included with manifold).

8 Excludes '06 Trailblazer SS, some cowl modifications required. Use part #146031-KIT.

9 Requires GM Purge Solenoid #12581282 (not sold by FAST).

* LSXR applications must use OEM injector length.

LSXR

102mm Intake Manifold (Rectangle, Raised Rectangle & Cathedral Port)

LS3

L99

L76

LS1

LS6

LSXR

#146102

LSXR

#146202

LSXR

#146302

LSXR

#146302

LS7

Use OEM Fuel Rails

Use FAST OEM LS2-Style Fuel Rail Kit

Use OEM Fuel Rails

Use FAST Billet Fuel Rail Kit



Must Use One of Two REQUIRED Fuel Rail Kits

LS2

APPLICATION INTAKE FUEL RAIL

LSXRT

102mm Intake Manifold (Cathedral Port)

1999-02 GM Truck/SUV w/ 3-Bolt Cable

Throttle Body

2002-2007 GM Truck/SUV w/ 3-Bolt Electronic

Throttle Body

2007-2010 GM Truck/SUV w/ 4-Bolt Electronic

Throttle Body

LSXRT

#146602

LSXRT

#146602

LSXRT

#146602

Use OEM Fuel Rails (Round Plastic)




Use OEM Fuel Rails (Square Metal)

Use OEM Fuel Rails (Round Plastic)

APPLICATION INTAKE FUEL RAIL

FAST LSX Intake Accessories

LSXR


LSXRT



LSXR


FAST LSX Intake Accessories

LSXR


FAST OEM-Style Fuel Rail Kit #146021-KIT1,3

OEM Electronic 90mm

OEM Electronic 90mm

FAST 102mm Big MouthThrottle Body #541022

Nothing Required

FAST Billet Fuel Rail Kit #146032-KIT1

FAST Fuel Injector Spacer Kit #146025-KIT

FAST Billet Fuel Rail Kit #146027-KIT


FAST OEM-Style Fuel Rail Kit #146020-KIT


FUEL RAIL KIT THROTTLE BODY

LSXRT


OEM Electronic

OEM Electronic



#146031-KIT4,5,7

#146028-KIT6,7

No

Yes #146029-KIT

No

#146030-KIT4,5,7

#146028-KIT6,7

#146030-KIT4,5,7,8

#146028-KIT6,7

FUEL RAIL KIT THROTTLE ADAPTER PLATE

THROTTLE BODY

FAST 92mm Big Mouth LTThrottle Body #540909

FAST 92mm Big Mouth LTThrottle Body #540902



Big Mouth Throttle BodiesThese throttle bodies from FAST not only offer an enlarged throttle opening but also an increased throttle blade thickness to eliminate deflection. A smoother operating offset blade piv-ot improves throttle response, and a beefed up linkage and dual throttle spring mechanism ensure total throttle control. Constructed from billet aluminum, the FAST Big Mouth 92mm Throttle Body will deliver bolt-on GM Gen III (LS1, -2 & -6) horsepower, while the 102mm version is designed to maximize performance upgrades on all Gen III and Gen IV engines with cable driven throttle bodies.

Also available for LS applications are Big Mouth LT Throttle Bodies, a newer and improved version of the original Big Mouth Throttle Body. With a 92mm throttle bore, each one features black-wrinkle powder coating and all of the same fea-tures as the original. All Big Mouth Throttle Bodies are for LS 4-bolt applications or those equipped wth LSX/LSX

R Intake

Manifolds. Throttle bodies start at $365.63.

Descriptionwith

TPS & IACwithout

TPS & IACBig Mouth 92mm Throttle Body 54095 54092Big Mouth 102mm Throttle Body 54103 54102Big Mouth LT 92mm LT Throttle Body 54091 54090Sensors Throttle Position Sensor (TPS) 54020Sensors Idle Air Control Solenoid (IAC) 307059

A. B. C. D. E.

54091

5409554102A B

C D

E

LSX/LSXR/LSXRT Fuel RailsFAST LSX/LSX

R/LSX

RT Fuel Rails feature a larger

internal diameter that dampens the pulses and provides increased fuel volume, ensuring that your injectors never run dry. In addition, they yield better fuel distribution and ultimately great-er horsepower. Starting at $196.94.

Description Red BlackLSX LS1 Fuel Rail Kit w/ Fittings, O-Rings & Hardware 54023 146035B-KIT

LSX LS1 Fuel Rails w/o Fittings 54023HDW —LSXR LS1/LS6 Billet Fuel Rail Kit 146032-KIT 146032B-KITLSXR OEM-Style LS2 Fuel Rail Kit For LS1/LS6 (Non-Billet) 146021-KIT —

LSXR LS2 Billet Fuel Rail Kit 146033-KIT 146033B-KITLSXR OEM-Style LS3/LS7 Fuel Rail Kit (Non-Billet) 146020-KIT —

LSXR LS3/LS7 Billet Fuel Rail Kit 146027-KIT 146027B-KITLSXRT Gen III Billet Fuel Rail Kit 146028-KIT1 146028B-KIT 1

* LSX/LSXR/LSXRT parts are NOT interchangeable.

1 For use with OEM GM Truck/SUV injectors & FAST LS2 injectors.


Precision-Flow Fuel InjectorsFAST offers Precision-Flow Fuel Injec-tors specifically for GM Gen IV engines that are the highest flowing injectors available for these applications and are uniquely designed for direct installa-tion into LS2 and LS3/LS7/L76/L92/L99-style engines.

Available in two different height config-urations and a wide range of flow rates, the injectors are correctly sized (shorter than common LS1/LS6 injectors) and feature the correct EV6/USCAR con-nector, enabling a hassle-free plug-in operation. Prices vary according to size.

Description Part #

Fuel Injectors, Mintimer Connector1 Style36 lb./hr. (378cc/min) High-Impedance Single Injector 30360060 lb./hr. (630cc/min) High-Impedance Single Injector 306000220 lb./hr Low-Impedance Single Injector2 30355-1

Fuel Injectors, USCAR Connector3 StyleLS2-Type 33 lb./hr. (346.5cc/min) High-Impedance Single Injector 30332-1LS2-Type 46 lb./hr. (483cc/min) High-Impedance Single Injector 30462-1LS2-Type 57 lb./hr. (598.5cc/min) High-Impedance Single Injector 30572-1LS2-Type 85 lb./hr. (892.5cc/min) High-Impedance Single Injector 30859-1LS3/LS7/L76/L92/L99-Type 39 lb./hr. (409.5cc/min) High-Impedance Single Injector 30397-1LS3/LS7/L76/L92/L99-Type 50 lb./hr. (525cc/min) High-Impedance Single Injector 30507-1LS3/LS7/L76/L92/L99-Type 65 lb./hr. (682.5cc/min) High-Impedance Single Injector 30657-1LS3/LS7/L76/L92/L99-Type 85 lb./hr. (892.5cc/min) High-Impedance Single Injector 30857-1

Adapter Harnesses & Connector KitsMinitimer Type Connector Kit 170599-1USCAR Type Connector Kit 170600-1Minitimer To USCAR Type Adapter 170603-1USCAR To Minitimer Type Adapter 170604-1

1 All injectors flow rated at 43.5 psi/3 Bar.2 Low-impedance injectors cannot be used with

OEM computers.

3 All Injectors flow rated at 58 psi (Stock OE LS operating pressure).

* All units available in quantities of (8).

Fuel Injector Adapter Harnesses & Connector KitsFAST Fuel Injector Adapter Harnesses and Connector Kits enable easy retro-fit-ting of both new and old style electron-ic fuel injectors. New style fuel injectors can be used on vehicles equipped with older-style minitimer connectors.

Retro-fitting a minitimer injector into a USCAR harness is also possible with a different adapter harness. Connector kits, complete with terminals, seals and plugs, are available as well, allowing direct re-termination of existing harnesses with the correct connectors, either Minitimer or USCAR. Starting at $3.90 for single units.

How To Choose Your Precision-Flow Fuel Injectors1. Take your target peak horsepower and multiply by

• .5 for naturally aspirated • .6 for supercharged • .625 for turbocharged

2. Take that figure and divide by the number of cylinders.

3. Divide by .9 (for 90% duty cycle).This will give you the lb./hr. you will need from each injector.

Example: 520 horsepower, naturally aspirated V8 (520 x .5=260), (260/8=32.5), (32.5/.9=36)

This application would require 36 lb./hr. Precision-Flow Fuel Injectors (Part #303600).

If the formula gives you a number that is not one of the injector sizes, the general rule is to move up to the next largest size.

.551"(Outside To Outside)

USCAR

USCAR

LS3/LS7/L76/L92/L99 Type LS2 Type


1.480" (Center To Center)





Minitimer TypeConnector




Street/StripTCI® Street Rodder™, Saturday Night Special®, Breakaway®, StreetFighter® and Su-per StreetFighter™ Torque Converter series are available for popular LS and street rod and street/strip applications. Whether it’s a late model lock-up converter or a conventional converter, TCI® has the technology and experience to get maximum performance from them all.

Drag raceWith 10" and 11" Drag Race Converters available, TCI® carries custom designed converters for various LS horsepower levels and drivetrain setups. TCI® has consis-tently produced more champions and race winners over the last 45 years than any other performance drivetrain company.

Heavy-DutyThe TCI® Maximizer™ Towing & Street Torque Converter is engineered with the strongest parts available. Built to deliver increased low-end muscle and better fuel mileage while also providing an unmatched level of durability for extreme LS usage.

Standard Features• Furnace-Brazed Fins For Stall Consistency

• Heat-Treated Sprag Races & Steel Hub

• HDT Coating™ Improves Heat Dissipation

• Computer Balanced To Strict Tolerances• Heat-Treated Steel Turbine Spline For

Greatly Improved Durability• Additional Bearings Increase Thrust Load

Capacity & Reduce Drag

• 100% Tested & Triple Quality Inspected

Yes, We Can Do That!

Need something special? TCI® will gladly custom engineer and build a torque converter for your exact needs. We provide this service to our customers without extra charg-es and in most cases we can have it at your doorstep in a matter of days. To discuss your application, simply call the knowledgeable TCI® tech support team and they’ll help you find the perfect converter for your performance needs.

Monday-Friday 7:00 a.m.-6:00 p.m. CST

Nobody Knows LS Torque Converters BetterEach TCI® converter is custom designed for your specific application by real drivetrain engineers and built with pride by the most highly trained builders in the industry.

9120

j

TCI® Automotive 151 Industrial Dr, Ashland, MS 38608 www.TCIAuTo.CoM TRANSHELP™ 1.888.776.9824

tci® Has Been a Leader in performance torque converter technology Since 1968 and We’re Not Done yet.

45+ Years & Still Moving Forward

Performance enthusiasts often underestimate the critical role torque converters play in putting their expensive horsepower to the pavement. TCI converters are designed by experienced drivetrain engineers to provide a significant increase in performance on the street or at the strip. With a more efficient stall speed, faster acceleration and better mid-range power, your machine will get the rear wheel power it deserves.

Some special features of TCI torque convert-ers include furnace-brazed fins for reinforce-ment and durability as well as heat-treated sprag races for increased strength and life

span. They also utilize bearings that increase thrust capacity and reduce drag, as well as turbine spline reinforcement welds for increased durability and a heat-treated steel hub that increases converter strength.

TCI employs a highly specialized produc-tion process that ensures each unit is built to spec. Regardless of the category or price level in which a TCI torque converters falls, rest assured that it has been Triple Tested during assembly.

TECH NOTES

Triple TestingTCI employs a highly specialized production process that involves ensuring that each unit is built to spec. Regardless of the category or price level in which a TCI torque converters falls, you can rest assured that it has been Triple Tested during assembly.

Once all prep work on the compo-nent parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators is employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all weld seams.

Last, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that can occur from an unbalanced torque converter. That's triple tested so you can be confident you are receiving the perfect torque converter for your specific application.

IMPELLER PUMP The impeller pump is the outside half of the converter on the transmis-sion side of the weld line. Inside the impeller pump is a series of longitudinal fins that drive the fluid around the outside diameter into the turbine because this component is welded to the cover, which is bolted to the flexplate. The size of the torque converter (and pump) and the number and shape of the fins all affect the characteristics of the converter. If long torque converter life is an objective, it is extremely important that the fins of the impeller pump are adequately reinforced against fatigue and the outside housing does not distort under stress.

STATOR The stator can be described as the “brain” of the torque converter, although it is not the sole determiner of converter function and characteristics. The stator, which changes fluid flow between the turbine and pump, is what makes a torque converter a converter (multipli-er) and not strictly a fluid coupler. With the stator removed a converter will retain none of its torque multiplying effect.

TURBINE The turbine rides within the cover and is attached to the drivetrain via a spline fit to the input shaft of the transmission. When the turbine moves, the car moves.

COVER The cover (also referred to as the front) is the outside half of the housing that faces toward the engine side from the weld line. The cover serves to attach the converter to the flexplate (engine) and contains the fluid. While the cover is not actively involved in the characteristics of performance, it is important that the cover remain rigid under stress (torsional and thrust stress as well as the tremendous hydraulic pressure generated by the torque converter internally).

Torque Converters Explained

torqueCoNvErTErS, INC.

ON THE WEB To see find more information on TCI’s Triple Testing procedures, head over to TCIAUTO.COM.


STREET RODDER

• 300-400 RPM increase in stall over stock • Improves drivability and offers smooth in-gear idle with-out adversely affecting gas mileage

• Improved low end power and smoother running in stock or mildly modified engines

SATURDAY NIGHT SPECIAL

• 400-500 RPM increase in stall over stock • Quicker acceleration and improved low end power to run more smoothly

• Fully streetable with no modifications required • Great choice for show cars and street rods

BREAKAWAY

• 1000+ RPM increase in stall over stock • Efficient at highway cruising speeds and harder launch-es at wide-open throttle

• Bolt-in with no modifications required • Designed for moderately modified street machines and weekend racers used as daily drivers

STarTING aT $289.69

STarTING aT $418.44

STarTING aT $451.91

TCI Torque Converter Series

Frequently Asked Questions About TCI Torque ConvertersWith an automatic transmission, a torque converter is chosen by its stall speed. Select a torque converter with a stall speed 300 to 400 RPM higher than the peak torque output of your engine if you are using a transbrake. Below are some other frequently asked questions about torque converter stall.

What is stall speed?Stall speed is the RPM that a given torque converter (impeller) must spin in order for it to overcome a given amount of load and begin moving the turbine.

What are the differences between flash stall and brake stall?Flash stall is the true stall of a torque converter. Brake stall, or “foot brake stall,” is the RPM that occurs when the engine over-rides the brake system, and the car begins to “push” forward.

Which one is the more effective measurement of the two?Brake stall is NOT an accurate way to properly check the stall because there are too many variables that affect it. When measuring the stall of your torque converter, the flash stall will always be the more effective option of the two.

ON THE WEB To see full descriptions of these torque converters, visit TCIAuto.com.


TCI Torque Converter Series

Street Torque Converter Stall SpeedsTorque Converter Series Advertised Cam Duration Engine Characteristics Expected RPM Stall Speeds

Street Rodder Stock to 260° Smooth Idle 1900 to 2000

Saturday Night Special Stock to 265° Smooth Idle 2000 to 2100

Breakaway 265° to 280° Smooth to Fair Idle 2200 to 2400

StreetFighter 280° to 300° Smooth to Rough Idle 3100 to 3400

Super StreetFighter 280° to 310° Smooth to Rough Idle 3500 to 3800

Application Street RodderSaturday Night

SpecialBreakaway StreetFighter Super StreetFighter

11" 10" 10"

1997-05 4L60E C5 Corvette 242738 242700 2428003 243105 243110

1998-02 4L60E F-Body LS1/LS2 Applications; 1999-06 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 Engines — 2429351, 2 242938

2429315, 2429374

2429327, 2429398

2005 & Later 4L65E C6 Corvette — — — 242975 —

1991-06 4L80E — — 2429484 2429404 2429424, 6 2429414

2006-12 6L80 — — 242972 242974 242976* All converters listed are lock-up.

1 LS1/LS2 applications, 1998 & later except Corvette.

2 300mm Diameter converter.

3 12" Diameter converter

4 Billet/forged steel front.

5 With heavy-duty front anti-ballooning plate for nitrous applications.

6 Multi-clutch lockup.

7 Ballooning plate on trans-side.

8 4000 stall.

STREETFIGHTER

• Up to 1500 RPM increase in stall over stock1

• Higher RPM launches and quicker reaction times • Better low- and mid-range power • Radically prepared street machines (performance cams, aftermarket carbs, higher compression ratios)

1 Flexplate must be drilled for 7/16" bolts

SUPER STREETFIGHTER

• 2000+ RPM stall speed over stock1

• Higher RPM launches and lower ETs • Better low- and mid-range power • Increased torque multiplication and higher stall speeds • Built for extreme high performance applications

1 Flexplate must be drilled for 7/16" bolts

STarTING aT $603.84

STarTING aT $642.46

* All torque converter pricing varies, depending on application.

Visit CompPerformanceGroup.com for information regarding all companies and products featured in this catalog.


1998-2002 4L60E F-Body LS1 Engines1999-2006 4L60E/4L65E Trucks

w/ 4.8L, 5.3L or 6.0L Engines2004-2005 Pontiac GTOs

Description Stall (RPM) Part #GM LS 4L60E 2800-2900 242991GM LS 4L60E 3200-3300 242992GM LS 4L60E 3600-3700 242993GM LS 4L60E 4100-4200 242994Street Multi-Clutch GM LS 6L80 2600-2700 242972Street Multi-Clutch GM LS 6L80 2800-2900 242974Street Multi-Clutch GM LS 6L80 3100-3200 242976Race Multi-Clutch GM LS 6L80 Custom* 24297R1

Race Multi-Clutch GM LS 6L80 2600-2700 242972RRace Multi-Clutch GM LS 6L80 2800-2900 242974RRace Multi-Clutch GM LS 6L80 3100-3200 242976R

1 This is a custom order piece – select your preferred stall speed or ask TCI for a recommendation.

* Anywhere from 2600-4600.

Bolt-Together Front Cover Allows For Easy Stall Changes & Service Of Frictions & Bearings By User

Bolt-Together Torque ConvertersBuilt specifically for the punishing enviroments of high horsepower LS engines.

TCI engineers have developed a complete line of bolt-together converters for the 4L60E and 6L80 transmissions from GM. These converters feature an increase in stall speed over stock options, thereby increasing torque multiplication and allowing the engine to get into its powerband sooner. The result is improved vehicle launch and overall performance. They are designed for extreme power, easy stall speed changes and consistent performance.

Benefits include a triple-disc clutch with signifi-cantly higher torque capacity and much higher clamping force than a single-disc design, while they also have the ability to fully lock-up un-der wide open throttle so there is little or no high-gear slippage. These converters are can be used in many high horsepower and modified ve-hicles when a single-disc converter simply won’t withstand the power. Featured along with the high torque capacity, triple-disc, woven carbon fiber friction lock-up clutch is a 50-spline clutch hub, meaning the horsepower capacity of this converter is second to none. And thanks to the bolt-together design, stall changes and service of frictions and bearings can be performed at home. Starting at $921.82, depending on application and stall speed.

* The race version of the 6L80 requires a custom tuned TCU/PCM, but the street version does not require tuning.

4L60E Applications

6L80 ApplicationsCamaro (All V8, 6L80/6L90)Pontiac G8 (All V8, 6L80/6L90)Cadillac CTS-V (All V8, 6L80/6L90)Silverado/Sierra (All V8, 6L80/6L90

Applications)

HDT Coating PreventsCorrosion & Dissipates Heat

Billet Cover ForUltimate Durability

High Torque Capacity Triple Disc Lock-Up Clutch

Features Race-Quality Friction Material

Furnace Brazed FinsProvide Increased Strength

PErForM your oWN STaLL ChaNGES aT hoME


10" Drag Race Torque ConverterTCI 10" Drag Race Torque Converters can be run in applications making up to 750 horsepower and are most com-monly used for a bracket race or street/strip applications that leans more toward the “strip.”

Stall speed is 4500 RPM. All TCI race converters incorporate aftermarket high-load sprags, furnace-brazed and reinforced fins, needle bearings and hard-ened steel pump hubs.

Three sets of Torrington bearings replace normal thrust washers used in OEM and some aftermarket converters to triple the thrust capacity capa-bilities, and ballooning plates double the strength of the converter when using trans-brake and/or power adders. Finally, a 360° steel mounting ring strengthens the mounting area of the converter to the flexplate. Starting at $810.33

torqueConverterSSpeciALty }converTerS BuiLT

for a wide varieTy of aPPLicaTionS

Description Part #10" Drag Race 1998 & Later 4L60E, LS1/LS2 2429331

Maximizer 1999 & Later 4L60E/4L65E Trucks w/ 4.8L, 5.3L, 6.0L Engines 2429362

1 Approximately 4500 RPM stall speed. 2 300mm Diameter converter.

MaximizerTowingConverterThe fuel-efficient TCI Maxi-mizer Towing Converter is de-signed to reduce the slippage found in all non lock-up torque converters. The Maximizer Series enables transmissions to run cooler and reduces engine RPM at highway speeds. In addition to the resulting fuel mileage increases, the Maxi-mizer Towing Converter also lowers transmission tempera-ture by as much as 20°F. This is an excellent choice for motor homes, tow vehicles and other heavy load applications. Stall speeds range from 1000 to 1200 RPM. Starting at $538.89.

6x Six-Speed Transmission PackagesAn innovative automatic transmission for GM LS Pro Touring, street and all-out race vehicles. The 4L80E-based TCI 6x Six-Speed Automatic Transmission is a fully programmable transmission with six forward gears (2.97, 2.23, 1.57, 1.18, 1.00, 0.75) for quicker accelera-tion and increased fuel economy at cruising speeds and is capable of handling up to 850 HP.

When used with the required EZ-TCU Transmission Con-troller and harness for shift point programming and the op-tional Paddle Shifter or Outlaw 2-Button Shifter set-up for manual mode gear selection, this automatic transmission* gives vehicles the most functional and modern drivetrain combination on the market. Starting at $6,828.19.

* TCI EZ-TCU Transmission Controller & 4-speed automatic shifter (ratchet, gate or stock) needed for standard automatic operation.

StreetFighter Transmission PackagesThese LS transmission packages are designed to with-stand the rigors of street machines making up to 775 HP with a non-supercharged system using pump gasoline.

Equipped with a TCI manual/automatic valve body, most units allow you to manually shift the vehicle into each gear or to keep it fully automatic. This gives you racetrack

shifts and shaves time off your ETs. Special clutches and bands increase durability while new sprags/roller clutch-es increase holding capacity. An improved lubrication system increases the amount of fluid sent to planetaries and internals. Finally, higher line pressure provides extra firm shifts and greater torque capacity with less slippage. Starting at $3,856.10.

TransmissionEZ-TCU Transmission ControllerWiring HarnessTransmission CoolerDipstickTransmission FluidShifter (Optional)

Bellhousing Kit (Optional)

Package Includes

Application Package Transmission ShifterEZ-TCU Transmission Controller & Harness Dipstick Cooler

Max Shift Transmission Fluid

GM 6x Transmission Package 271600P2 271600 — 302820 743805 824104 950600

GM 6x Transmission Package w/ Paddle Shifter 271600P 271600 301441 382820 743805 824104 950600GM 6x Transmission Package w/ Outlaw Shifter 271600P3 271600 611641 302820 743805 824104 950600

Application Engine Package Transmission Converter Miscellaneous

2000-06 4L60E LS-Style Truck 371016P2 3710161,2 242938 743865 (Dipstick)




1997-06 4L80E Chevrolet V8 271100P1 2711002 242910 743865 (Dipstick)

1 Will plug directly in OEM ECU. 2 Requires TCI EZ-TCU or factory ECU to oper-ate the transmission & torque converter func-tions when used with pre-1993 applications.

3 With heavy-duty front anti-ballooning plate for nitrous applications.

4 Approximately 4500 RPM stall speed.

TransmissionUniversal Transmission

CoolerMax Shift™ Transmission

FluidDipstick (when applicable)

Universal TV Cable (when applicable)

Package Includes

NOTE: Torque Converters Must Be Ordered Separately Based On Your Application’s Stall Speed Requirements.


Developments in thermal coating, technology combined with an exhaustive R&D effort by the TCI engineering team, have delivered a revolutionary breakthrough in torque converter and transmission performance and durability.

Beyond just providing these TCI parts with the metallic gray color for which they have become so well known, HDT Coating – Heat Dissipating Technology – enables TCI torque converters and transmissions to operate at lower temperatures and cool down faster.

HDT Coating

StreetFighterTCI StreetFighter Transmissions for GM LS applications are designed to withstand the rigors of street machines ranging anywhere from 400 to 725 horsepower. Equipped with a TCI manual/automatic valve body, most units allow you to manually shift the vehicle into each gear change or, by plac-ing it in the drive position, to keep it fully automatic. This gives you racetrack shifts and shaves time off your ETs. Starting at $2,609.76, depending on application.

Super StreetFighterTCI Super StreetFighter Transmissions for GM LS applications bridge the gap between the StreetFighter series and full competition transmissions. They are intended for vehi-cles powered by engines producing up to 825 HP. Featuring some of the same benefits as StreetFighter Transmissions but with cer-tain upgrades, the Super StreetFighter offers both manual and automatic shift options to give you the power and shifts you want for the strip or easy driving for the street. Upgrades include extreme performance clutches and nitrided steel plates, larger diameter servos, enhanced hard parts and an improved lubrication system. Starting at $3,668.45.

Description Engine StreetFighter Super StreetFighter4L60E/4L65E/700R4 2000-06 4L60E LS-Style Truck4 3710161, 2 (725 HP) —

4L60E/4L65E/700R4 1998-02 4L60E LS1/LS2 F-Body5 — 3711501, 2 (825 HP)

4L80E/4L85E 1997-06 4L80E Chevrolet V8 2711002, 3 (775 HP) —1 Will plug directly in OEM ECU. 2 Requires TCI EZ-TCU or factory ECU to operate

the transmission & torque converter functions when used with pre-1993 applications.

3 Factory ECU required to operate trans-mission.

4 4.8L, 5.3L, 6.0L liter engines.

5 F-body Camaro & Firebird.

A.

A

BuiLdinG on THe BeST THe oe HaS To offer, THeSe uPGraded afTermarkeT TranSmiSSionS from Tci are STronGer, more duraBLe and race ready!

the BeSt

gM LStranSMiSSionS


6x Six-Speed TransmissionTCI has developed an innovative automatic transmission for GM LS Pro Touring, street and all-out race vehicles.

The 4L80E-based TCI 6x Six-Speed Automatic Transmission is a fully programmable transmis-sion that gives you six forward gears (2.97, 2.23, 1.57, 1.18, 1.00, 0.75) for quicker acceleration and increased fuel economy at cruising speeds and is capable of handling up to 850 horsepower. Packages available on page 46. Starting at $6,179.63.

* TCI EZ-TCU Transmission Controller & 4-speed auto-matic shifter (ratchet, gate or stock) needed for stan-dard automatic operation

Description Part #With GM Bellhousing 2716001

Without Bellhousing 2716011

With 300M Input Shaft 2716021

1 Must be used with TCI EZ-TCU.

Machined FlexplatesThese aftermarket machined flywheels are .140" thick and built to handle even the toughest applications. Constructed from A514 Blanchard ground steel and neutral bal-anced with 168-tooth starter rings. These machined flexplates from TCI are a “must have” for moder-ate to serious LS per-formance applications. Starting at $277.07.

Chevrolet

Transmission Type Engine SizeSFI 29.1 Approved Balance Remarks Part #

GM 4.8L, 5.3L, 5.7L, 6.0L LS-Series Y Internal Small Bolt Pattern, 168-Tooth 3997531

GM 4.8L, 5.3L, 5.7L, 6.0L LS-Series Y Internal Wide Bolt Pattern (11.5"), 168-Tooth 399754

GM 6.2L LS9-Series Y InternalLS Bolt Pattern (11.1") & GM Small Bolt Pattern

10 3/4", 168-Tooth3997552

GM 6.2L LSA-Series Y InternalLS Bolt Pattern (11.1") & GM Small Bolt Pattern

10 3/4", 168-Tooth3997562

GM 4.8L, 5.3L, 5.7L, 6.0L LS-Series Y Internal Small Bolt Pattern, 168-Tooth 3997571

1 Will not fit 4L80E transmissions. 2 A TCI Special Build Torque Converter must be used in order to fit 4L80E transmissions.


LS

Shift Boss Transmission ProgrammerAvailable for performance GM 4L60E, 4L65E, 4L70E, 4L80E, 4L85E applications, the TCI Shift Boss ensures desired shift firmness while monitoring the two most critical drivetrain functions – temperature and transmission line pressure*.

The Shift Boss features three unique shift mode choices – Stock for OEM shift characteristics, Stage 1 for firm solid shifts and Stage 2 for race shifts. You can monitor transmis-sion temperature or pressure* by simply pressing the dis-play button. This hand-held unit includes a digital screen

with selection options for transmission temperature, shift psi* and all three shift modes. The Shift Boss is sold as an individual unit or as a package that includes the addi-tional pressure switch. Starting at $141.63.* Additional sensor required

Description Part #Base Kit 377550Base Kit w/ Additional Pressure Sensor 377560Optional Pressure Sensor Only 377551

EZ-TCU Transmission ControllerFor GM LS computer controlled transmissions, nothing beats the EZ-TCU Transmission Controller from TCI for maximum electronic control over shift points, shift firm-ness and shift speed.

Power data logging and self diagnostics allow users of every skill level to fully utilize the unit. Simply install it, and then answer the simple Setup Wizard questions on the hand-held unit. No software, laptop or experience is needed.

The EZ-TCU is fully configured and ready to run – no tuning is necessary. But for those who demand customi-zation, it is also optionally fully programmable based on load, speed and RPM. The EZ-TCU programming interface

is completely intuitive. It is capable of real-time switchable calibrations, which allows for multiple setups. Run one cal-ibration on the way to the track, and then, with the push of a button, have a more aggressive setup ready for the race.

Multiple shift modes include full manual mode. Com-patible with GM transmissions, including: 4L60E, 4L65E, 4L70E, 4L80E, & 4L85E, as well as the TCI 6x Six-Speed. Starting at $634.32.

Description Part #EZ-TCU Transmission Controller 3028202009+ 4L65E/70E Transmissions 30299-KIT

NOTE: Not a transmission controller, MUST be used with a factory ECM.

tranSMiSSion Control


Racing StarterThis part is designed for drag racing and applications where a smaller and lighter weight starter is desired. Manufac-tured by Hitachi for TCI, this starter is one-third smaller than most OEM units, to increase room for headers and oil pan, plus increase ground clearance.

Full ball bearing construction means less internal friction and more torque transferred to the engine while balanced armatures encapsulated in high-temperature epoxy resist heat and vibration. A heavy-duty solenoid utilizes a contact disc instead of a bar-type contact for more consistent starts. An amperage draw of 210-250 amps at full starting load provides increased spark for ignition. Starting at $289.69.

RollStopWhen installed in-line with a vehi-cle’s front brakes, the TCI RollStop allows you to do a burnout like the professionals. Simply pump up the brake, apply the RollStop and release the brake pedal, and the front wheels will remain locked. The RollStop can be installed without brake system modifications and includes a precision micro-switch that releases the front brake and can be installed anywhere in the car. Starting at $142.86.

Description Part #For 1998-2002 F-Body 861728For 2010 & Up Camaro 861735

Max Shift Transmission FluidAdd shift quality, performance and durability to any automatic transmission by simply pouring in TCI Max Shift (ATF) Transmission Fluid. Proven to resist viscosity breakdown in even the most demanding race and street applications.

Created using ultra-pure base oils from top specialty refineries, Max Shift includes friction eliminating, anti-foam-ing and extreme heat additives and requires absolutely no other additives or treatments.

Performance Specs: Dexron II, II-E, III-G, III-H, VI or Ford Mercon & Mercon V. Single quart starting at $9.32.

Size Part #1 Qt. 950655(12) 1 Qt. Bottles 950650

Weight 7.5 lbs., 50% Lighter than OE

Horsepower 1.74 Horsepower

Gear Reduction 6 to 1

Applications Up to 11.0:1 Compression

Bearings Heavy-Duty Pinion Bearing

Indexing 12 Clocking Solenoid Positions

Technology Latest Technology

Application Starter Type Notes Part #

All Chevy LS Engines 168-Tooth Permanent Magnet Racing StarterFeather Light Permanent Magnet Motor, 12 Clocking Positions, Only 7.5 lbs., Small Size Works Well in Cars with Headers

351110

New, Not rebuiLt

TCI Drivetrain Accessories


Quarter Master® has incorporated cutting-edge race clutch technology to create the ul-timate street performance clutch for GM LS-powered vehicles. The new Optimum-SR™ 10.4" Two-Disc LS Clutch delivers a comparable-to-stock pedal feel but is capable of handling 1400 horsepower and 1000 ft.-lbs. of torque.

Tech & Sales: 1.888.258.8241quartermasterusa.com

#MadeInUSA

Billet Bearing Retainers For LS Clutch Slave CylindersThese high-strength steel bearing retainers are di-rect replacements for the stock plastic units which are prone to deflect and misalign the retainer/slave snout, causing wear and failure. Designed for late model LS applications including the C6 Corvette, Gen V Camaro, Cadillac CTS-V and Pontiac G8.

10.4" Two-Disc LS Clutch

Available for the LS-powered C5 & C6 (Base/Z06/ZR1) Chevrolet Corvette, 2010 & New-er Chevrolet Camaro, 2008-2010 Pontiac G8/GXP and 2009 & Newer Cadillac CTS-V.

• All billet construction, propri-etary spring technology & 100% rebuildable design

• Vented floater plate & grooved fric-tion surfaces provide enhanced

cooling & longevity

• 10.4" two-disc lightweight de-sign; holds 1400 horsepower & 1,000 ft.-lbs. of torque

• Comparable-to-stock pedal feel without compromising torque holding capacity or durability

The Same Race Clutch Design ThatDominates Pro-Level Road Racing

9222j

But With A Street-Optimized Pedal Feel

RACINGHEADSERVICE.Com • 1.877.776.4323 9330

j

*Available fully assembled with COMP Cams® valve train parts and choice of Titanium, Tool Steel or Steel valve spring retainers.

Application Bare Head Part #

RunnerSize

ChamberSize

Valve Size Spark PlugsIn. Ex.

Stock or modified GM LS 5.7-6.0L blocks, even fits 3.900" bore 54503 266cc 66cc 2.100"

(8mm)1.575"(8mm) Angle

Hardcore street/race engines with moderately large cubic inches 54501 291cc 69cc 2.200"

(8mm)1.615"(8mm) Angle

Larger cubic inch, boosted race & 454-502c.i. street engines 54504 307cc 69cc 2.250"

(5/16")1.615"(8mm) Angle

P-Port version of #54503 (unfinished runners, no valve job) 54502 - - - - Angle

P-Port version of #54501 (unfinished runners, no valve job) 54500 - - - Angle

Your LS Has Incredible Power Potential.Unleash It With New Cylinder Head Technology.

Once again, RHS® has redefined the performance expectations of LS engines with new bolt-on rectangle port cylinder heads for street/race vehicles. The Pro Elite™ LS7 Cylinder Heads are high performance 12° LS-style heads that feature .220" raised intake runners for enhanced straight line of sight airflow to the cylinder, yet they retain fitment with stock and aftermarket LS7 intakes and valve train setups. Other design features include CNC-machined runners, .750" thick deck surface, reinforced rocker arm rails, improved clamping with a 6-bolt design (also works with 4-bolt) and enhanced flow water jackets. Available bare or fully assembled with premium COMP Cams® valve train components, these heads are compatible with OEM GM LS blocks, GM LSX blocks and RHS® LS Race Blocks.

Pro Elite™ LS7 CNC Cylinder Heads

Now Available For 3.900" Stock Bore 5.7-6.0L Engines

He isn’t the former Major League Baseball pitcher known for 100-mph fastballs, but this particular Randy Johnson can still bring the heat in his second-gen Camaro.

Randy Johnson is certainly familiar with second generation F-body Ca-maros. Owner of D & Z Customs in Kewaskum, Wisconsin, Randy had been a regular in the winner’s circle for years, making this generation of Camaro more popular with autocross and road racing fans at every turn.

Randy already had experience build-ing a successful second gen Camaro

that taught him plenty about how to build a hot corner-turning machine. He had even collected an assortment of trophies with this Camaro in its orange color scheme so he decided it was time to make a color change and step up his game.

Randy’s green machine is powered by a 680 HP Wegner Automotive LS7 outfit with Wiseco 11:1 compres-sion pistons linked to Callies con-necting rods and crankshaft. COMP pushrods, roller lifters and a custom ground camshaft are hidden under the RHS LS7 cylinder heads and FAST 102mm LSX

R intake manifold.

To keep the fuel flowing, Randy in-stalled FAST 52 lb./hr. injectors and a GM ZL1 fuel pump. The LS7 fea-tures a Dailey Engineering dry-sump oiling system and a Peterson Fluid Systems 10-quart tank. Two-row ra-diator hands and a C&R Racing oil cooler further engine cooling. Stain-less Works handles the exhaust sys-tem and delivers what has to be la-beled as an “angry” exhaust note.

Up front Randy installed the Heidts Pro-G suspension that included the Heidts prototype cantilever suspen-sion system bolstered by RideTech triple-adjustable shocks. To get the

Another Randy Johnson Knows How To Cut Down the Competition

Photos by Robert McGaffinMcGaffin Digital Photography

BallgaMeA whoLe new

correct ride height, Heidts Pro-G 2" drop spindles and tubular lower A-Arms were bolted in place. In the rear, Randy kept it Heidts-pure, in-cluding a new Heidts Pro-G indepen-dent rear suspension. Added to that elaborate IRS suspension system, he used RideTech springs and, again, tri-ple-adjustable coil-over shocks.

Handling the intense and repetitive braking Randy would encounter in racing situations, he installed mas-sive Wilwood W6A six-piston cali-pers and 14" GT slotted rotors to the front Heidts suspension. In the rear, Wilwood Dyna-Pro four-piston cal-ipers to clamp down on the 10.25" diameter rotors – both front and rear systems proving more than capable to stop the awesome green Camaro.

To hold tight to the track surface, Nit-to NT05 tires measuring 295/35-18 in the front and 335/30-19 in the rear are wrapped around powder coated black outer hoop with gunmetal grey centered (and center-locking) Forge-line DE3C wheels (18 x 10 front and 19 x 12 rear). An often overlooked handling bonus is the RideTech five-point seat harness that mounts to the RideTech tiger cage, significantly in-creasing the structure of the car and further aiding corner carving.

Watch for Randy to take this slick green machine to the winner’s circle in autocross and street racing series.

680 HP Wegner Automotive LS7 featuring a FAST LSXR 102mm intake.


Optimum-SR 10.4" Single-Disc LS Clutch KitsThose looking for a true racing clutch with facto-ry driving characteristics will find Quarter Master Optimum-SR 10.4" Single-Disc LS Clutch Kits ideal.

This kit’s lighter weight (50% lighter than the stock assembly) creates a reduced MOI (Moment Of Iner-tia), allowing the engine to rev and de-rev quicker than a stock OE unit.

All these features knock seconds off the stopwatch, while delivering a stock pedal feel and chatter-free operation to serve as a heavy-duty stock replacement. Holding up to 500 ft./lbs. of torque and 700 horse-power, the kit includes the clutch, flywheel, release bearing and release bearing adapter*.

The single-disc clutch boasts billet construction and is 100% rebuildable. Additionally, the unit is con-structed with proprietary spring technology and is compatible with OE-type hydraulic bearings or the Quarter Master Tri-Lite II Hydraulic Systems. It is le-gal in both the Pirelli World Challenge & Continental Tire Series but can easily be used for street driving. Starting at $2,210.36.* If applicable.

Application Model Part #Corvette C5 1997-2004 QMI-541002Corvette C6 2005-2013 QMI-541001Corvette C6 Z06 2006-2013 QMI-541001Camaro SS 2010-Up QMI-541003Pontiac G8 GT/GXP 2008-2009 QMI-541001

The popular adage with car companies of the early 1970s was “what wins on Sunday, sells on Monday.” Trans Am racing competitions of the day helped Camaro and Mustang become the popular brands they are today.

The same holds true with clutches. Race-winning clutches have far more credibility with consumers looking for in-the-field-proven parts to make their drivetrains strong and durable.

Quarter Master brings race-winning clutch technology to the street with Optimum-SR 10.4" LS Clutch Kits. The clutches deliv-er a comparable-to-stock pedal feel and are capable of handling 700-1400 HP and 500-1000 ft./lbs. of torque*.

With lessons learned from racing and with data from extensive drivability testing, Optimum-SR LS Clutches feature a race capable design now available for street use. *Horsepower and torque figures vary based on single or two-disc application

teChnologyrAce winning cLutch

StreetShitS the

ClutchFlywheelRelease BearingsRelease Bearing Adapter

(if applicable)

Kit Includes

Street Performance reaps rewards from Quarter master race engineered clutch design


Optimum-SR 10.4" Two-Disc LS Clutch KitsQuarter Master also offers a two-disc version of the Optimum-SR 10.4" LS Clutch Kit.

The kits have achieved standout results with the Camaro in the Continental Tire Sports Car Challenge Series, including a first and sec-ond-place sweep at the Indianapolis Motor Speedway. Now, with lessons learned from racing, and with the data from extensive drivability testing, Optimum-SR Two-Disc LS Clutch Kits are available for street use.

Both the race and street versions feature a spring designed to require only a 10% in-crease in pedal effort over stock, with stock-type modulation control. The clutches are ca-pable of handling 1400 horsepower and 1000 ft./lbs. of torque. The street version features sprung hub, marcel-type discs with organic rag-type friction for smooth engagement.

A vented floater plate and grooved friction sur-faces provide better cooling, as well. Featur-ing aircraft grade bolts and hardware with an all-billet construction, each clutch is completely rebuildable and can be used with OE hydrau-lic bearing systems or Quarter Master Tri-Lite II Hydraulic Release Bearings. Starting at $2,722.15.

Application Model Part #Corvette C5 1997-2004 QMI-542003Corvette C6 2005-2013 QMI-542001Corvette C6 Z06 2006-2013 QMI-542001Corvette C6 ZR1 2009-2014 QMI-542002Camaro SS 2010-2014 QMI-542004Pontiac G8 GT/GXP 2008-2009 QMI-542005

A

C

D

E

FEATURES:A Cover Assembly

B Pressure Plate

C Disc, Spring, SI, Trans Side 1-5/32

D Floater Plate (Assembly)

E Disc, Spring, SI, Engine Side 1-5/32 x 26

F Flywheel

F

ClutchFlywheelRelease BearingsRelease Bearing Adapter

(if applicable)

Kit Includes

B


Going beyond the limitations of other GM LS blocks, the RHS LS Race Block is available in both standard (9.240") and tall (9.750") deck height combinations and is engi-neered for maximum clearance around a 4.600" stroke crankshaft. This was done by raising the camshaft center-line (.388"/9.86mm) and including priority main oiling that shifts the oil galley outboard. With this unique design, RHS engineers also minimized windage in the rotating assem-bly – leading to superior engine lubrication at higher RPM.

To make it friendly for existing race applications, the block contains both factory and motor plate race mounts for Gen I, II, III and IV engines. And for quality assurance, RHS conducts a CT scan (similar to a medical CAT scan) on each block to ensure maximum precision and consistency. Com-bine that with more standard features than any block on the market and the RHS LS Race Block becomes the benchmark of LS power, strength and compatibility for radical street and all-out racing applications. Starting at $4,979.84.

the rhS block, designed for radical street and all-out racing applications, is a proven foundation for building real lS performance.

KINGoF lS BloCkS


LS Race Block Applications

Deck HeightBore Dia.

Cylinder Sleeve Length Part #

Finished Honed Standard (9.240") 3.900" 5.87" 54906Finished Honed Standard (9.240") 4.125" 5.87" 54903Finished Honed Standard (9.240") 4.165" 5.87" 54902Finished Honed Tall (9.750") 4.125" 6.38" 54901Finished Honed Tall (9.750") 4.165" 6.38" 54900Bored, Ready to Hone Standard (9.240") 3.895" 5.87" 54906UBored, Ready to Hone Standard (9.250") 4.120" 5.87" 54903U

LS Race Block Applications

Deck HeightBore Dia.

Cylinder Sleeve Length Part #

Bored, Ready to Hone Standard (9.250") 4.160" 5.87" 54902UBored, Ready to Hone Tall (9.760") 4.120" 6.38" 54901UBored, Ready to Hone Tall (9.760") 4.160" 6.38" 54900USolid-Filled Standard (9.250") 4.100" 5.87" 54907USolid-Filled Tall (9.760") 4.120" 6.38" 54908UUnfinished Standard (9.250") 4.100" 5.87" 54905Unfinished Tall (9.760") 4.100" 6.38" 54904

Note: Custom options available. Call 1.877.776.4323 for details and lead time.

Engineered from extremely strong and durable, air-craft-quality A357-T6 aluminum material

Siamese cast bore walls (4.125" or 4.165" available) with press-in cast iron sleeves

Available in both standard (9.240") and tall (9.750") deck heights with an extra-thick deck surface (.500" standard deck/.750" tall deck); standard (5.87") and tall (6.38") deck cylinder sleeves also available

6-Head bolt design (follows GM LSX strategy) with full water jacket around cylinders (solid-filled versions avail-able); large valley windows access inboard 6th head bolt

Block design includes large front and rear -12AN side feeds for serious dry sump setups

Added material for oversized lifters (accepts 1.060" bushing for keyed lifters) and lifter bosses that are designed to clear tie bar lifters

Able to accomodate up to a 60mm camshaft with a 68mm parent bore

Race mounts and Gen I, II, III & IV mounts

Chilled main bearing bulkheads

Gen IV knock sensor compatible

Gear drive idler mounting pad

Standard Features


aluminum Cylinder heads

Pro Elite LS7 CNC-Ported Rectangle PortRHS Pro Elite Aluminum Cylinder Heads for LS7 Appli-cations are designed with a 12-degree valve angle and unique .220" raised intake runners to provide a better line of sight into the cylinders and allow for an improved short turn. In addition, custom CNC-machined runners optimize volume, atomization and velocity.

Engineered from 355T6 aerospace-grade aluminum alloy, the heads feature the popular LS 6-bolt head design, mak-ing them compatible with the RHS LS Race Block and all OEM or aftermarket GM LS-type blocks. The design also in-creases clamping capacity to improve cylinder head gasket retention on high horsepower and boosted applications.

These features, and a .750" thick deck surface, increase integrity in high cylinder pressure applications. In addi-tion, the Pro Elite Heads have a reinforced solid rocker rail engineered for shaft mount rockers to provide increased ri-gidity and valve train stability. Raised .400" valve cover rails provide clearance for aftermarket rocker systems, while the raised runner and rolled valve angle increase overall flow capability. These features, coupled with an improved water jacket design, make them ideal heads for both small and large cubic inch, hardcore street applications. Prices vary depending on head style and retainer material.

Series: Pro Elite

Description:LS7 CNC-Ported Rectangle Port Cylinder Heads; Aluminum; An-gle Plug; Bare or Fully Assembled; Hydraulic Roller Assemblies Available

Application: Large & Small Cubic Inch, Hardcore Street Applications

Valve Guides: Premium Bronze Material

Spark Plugs: 14mm Thread, .750" Reach, Gasketed

Assemblies Include:

Stainless Steel Valves, Valve Springs, Retainers, Valve Locks, Guide Plates, Rocker Studs & Valve Seals

Bare

Part # Runner ChamberSpark Plugs

Valve Size AssembledValve Train Max Lift Valve Springs

RetainersIn. Ex. Part # Part # Material1

P-Port (w/o Valve Job)54500 − − Angle − − − − − − − −

CNC-Ported

54501

291cc 69cc Angle 2.200" 1.615" 54501-05HCS2 Hyd. Roller .660" 26925 713 CS

291cc 69cc Angle 2.200" 1.615" 54501-06STS2 Hyd. Roller .675" 26926 1779 TS

291cc 69cc Angle 2.200" 1.615" 54501-06STI2 Hyd. Roller .675" 26926 779 TI

291cc 69cc Angle 2.200" 1.615" 54501-06TTSX3 Hyd. Roller .675" 26926 1779 TS

291cc 69cc Angle 2.200" 1.615" 54501-06TTIX3 Hyd. Roller .675" 26926 779 TI

291cc 69cc Angle 2.200" 1.615" 54501-06TTS4 Hyd. Roller .675" 26926 1779 TS

291cc 69cc Angle 2.200" 1.615" 54501-06TTI4 Hyd. Roller .675" 26926 779 TI

Sprint Car P-Port (w/o Valve Job)54509 − − Angle − − − − − − − −

Sprint Car CNC-Machined54510 291cc 69cc Angle 2.200" 1.615" − − − − − −

1 ‘CS’ denotes Chromemoly Steel, ‘TI’ de-notes Titanium & ‘TS’ denotes Tool Steel.

2 With Manley lightweight hollow stem stain-less intake valves and severe duty solid stainless exhaust valves.

With Manley titanium intake valves and Inconel exhaust valves.

4 With Manley titanium intake valves and titanium exhaust valves.


Series: Pro Elite

Description: CNC-Ported LS7 Cylinder Heads; Aluminum; Angle Plug; Bare or Custom Assemblies Available

Application: Larger Cubic Inch, All-Out Race; 454-502c.i. LS Street Engines



Custom Assemblies Include:


Series: Pro Elite

Description: CNC-Ported LS7 Cylinder Heads; Aluminum; Angle Plug; Bare or Custom Assemblies Available

Application: Larger Cubic Inch, All-Out Race; 454-502c.i. LS Street Engines



Custom Assemblies Include:


Bare

Part # Runner Chamber Spark PlugsValve Size

Application Part #In. Ex.

CNC-PortedPro Elite Big Port LS7 CNC-Ported 307cc 69cc Angle 2.250" x 5/16" 1.615" x 8mm 454-502c.i. 54504Pro Elite 3.900" Bore LS7 CNC-Ported 266cc 66cc Angle 2.100" x 8mm 1.575" x 8mm 345-377c.i. 54503

P-Port (Unfinished Runner)Pro Elite 3.900" Bore LS7 P-Port – – Angle 2.100" x 8mm 1.575" x 8mm 345-377c.i. 54502

A. B.

Pro Elite 3.900" Bore LS7 CNC-Ported Cylinder HeadsRHS Pro Elite 3.900" Bore LS7 Cylinder Heads not only get the best LS rectangular port heads onto all GM LS 5.7-6.0L blocks, they also provide up to 100 bolt-on horse-power over stock and feature all of the benefits of other RHS LS7 heads.

These cylinder heads fit all LS applications down to the 3.900" bore and utilize LS7 intake manifolds. Offered in both CNC-port and P-Port (unfinished runner) versions, the heads’ intake ports are raised .220" from the stock location for a straight line of sight into the cylinder, and utilize the LS 6-bolt head design compatible with both the RHS LS Race Block and GM LSX Block. They can also be used with OEM, 4-bolt blocks.

Additionally, a .750"-thick deck surface and reinforced rocker rails make for more rigidity in high horsepower and boosted applications. RHS Pro Elite 3.900" Bore LS7 Cylinder Heads are designed to use eight standard, LS1-style exhaust rockers and eight offset LS3-style intake rockers and stands. Starting at $636.74, per individual cylinder head based on porting option.

Pro Elite 307cc Big Port LS7 CNC-Ported Cylinder HeadsThese are the only raised runner aftermarket LS7 heads with the runner volume to support large cubic inch appli-cations, yet they are still able to utilize both production and aftermarket intake manifolds and valve trains.

Intake ports are raised .220" from the stock location or a straight line of sight to the cylinder. The heads feature a .750"-thick deck surface and reinforced rocker rails, which make them perfect for high horsepower and boosted ap-plications. They work well with all existing LS7 parts, but have a bigger intake port size and valve than the standard RHS Pro Elite LS7 Cylinder Heads.

Featuring the popular 6-bolt head design, makes them compatible with both the RHS LS Race Block, GM LSX block and OEM GM LS blocks. These aluminum, CNC-ported heads feature a 307cc intake runner, 98cc exhaust runner and 69cc chamber volume. The intake valve is 2.250" x 5/16", while the exhaust valve is 1.615" x 8mm. Starting at $1,221.94 for individual cylinder head.

A

B


While there has never been any question as to the wonderful power in-ducing performance gained by injecting nitrous oxide into your engine, it has also been surrounded by some serious misconceptions.

So we’re here to clear the air. The following are what we believe to be the top three myths about nitrous injection and its effects on your engine.

Myth #1: Nitrous will blow up my engine!Simply stated, nitrous, when properly installed according to the manufacturer’s instructions, will NOT blow up your engine. Nitrous is still the easiest and safest way to greatly increase your engine’s horsepower.

Problems arise when people realize how easy it is to significantly increase engine power. With today’s modern nitrous systems, all that is required is approximately two minutes to change the nitrous and fuel jets, which can add an additional 50, 100, even 300 horsepower. Beginners often try to push the window, figuring if everything appears to be running well, a “little” more nitrous can’t hurt their engine. But, novice nitrous users forget to make the proper (and safe) engine ad-

justments in accordance with the increased nitrous jet sizing.

The most commonly overlooked adjustments include forgetting to retard the ignition tim-ing, not changing to “colder” heat range spark plugs, and in some cases, not install-ing an increased flow capacity fuel pump to deliver sufficient fuel flow. The result is a nitrous system that is not correctly installed for safe operation, making engine damage inevitable. As long as the installer follows the manufacturer’s tuning instructions and advice with regard to engine adjustments and vehicle upgrades, they will have safe, reliable power gains that will not harm their engine in any way.

DEbuNKING ThE MyThS of NITrouS oxIDE

ALL ZEX SYSTEMS INCLUDE:

Fuel Shear TechnologyZEX Fuel Shear Technology injects enrich-ment fuel using a fuel transfer tube. The tube allows the nozzle to directly inject fuel into the highest velocity area of the nitrous plume. This high-speed nitrous shears the fuel away from the tube, atomizing it to levels other nozzle designs never achieve. This ensures perfect fuel distribution from cylinder to cylinder. The finely atomized mixture also burns more powerfully and maximizes the horsepower you get from your nitrous system.

Active Fuel Control TechnologyIn your engine, a vacuum is created as nitrous gas is sprayed across the open end of the nozzle’s fuel transfer tube. As bottle pressure rises or lowers due to bottle temperature changes, the speed of the ni-trous discharge varies to the same degree. This causes the level of vacuum draw in the fuel transfer tube to vary as well. This variable vacuum draw causes the nozzle to “pull” more or less enrichment fuel into the engine. This means your engine never runs too lean or too rich. The nitrous tune-up stays dead-on for maximum engine safety and power at all times.

TPS SensorFor optimum safety, every ZEX kit features a patented TPS switch to activate the nitrous system only at wide-open throttle. It is fully compatible with throttle-by-wire engines.

ZeXLETS TaLK abouT


LSX SYSTEMS • Fuel tuned for GM LSX engines - LS1, -2, -3, -6, -7, L99, Gen III/IV

• Adjustable from 75-175 HP • Noticeable power increases when custom jetted • Extra long nitrous feed line (18 ft.) for easy installation in all F-Bodied vehicles

STarTING aT $434.49

LS PERIMETER PLATE NITROUS SYSTEMS • Compatible with both cable and throttle-by-wire engines • Adjustable from 75-300 HP • Fits 90mm and larger, 4-bolt style OEM and aftermarket throtttle body/manifold combinations

• Conversion kit updates spray-bar type nitrous system • Conversion kit starting at $350.15, nitrous system at $836.88

STarTING aT $350.15

LSX HIGH OUTPUT SYSTEMS • Fuel tuned for GM LSX engines - LS1, -2, -3, -6, -7, L99, Gen III/IV

• Allows you to spray from 100-250 HP • Features giant, high-flow nitrous & fuel solenoids along with -4AN nozzle feed lines

• Enrichment fuel injected into nitrous for better atomization

STarTING aT $434.49

PONTIAC G8 GT SYSTEM • Safe power gains on stock to highly modified 2008-Current Pontiac G8 GTs

• Adjustable from 75-175 HP • Works perfectly with G8 GT throttle-by-wire • Features custom desinged nitrous management unit brack-et for easy under-hood mounting

STarTING aT $614.14

LS1/LS6 WET SYSTEM • Designed to provide 75-125 HP • Can be installed on turbocharged/supercharged vehicles

STarTING aT $593.81

2010-2011 CAMARO SYSTEMS • V6 system adjustable from 55-100 additional HP • V8 system adjustable from 75-175 additional HP • Available in classic purple and Blackout systems

STarTING aT $610.28

Description Part #LSX Nitrous System Purple 82235LSX Blackout Nitrous System 82235BLSX Nitrous System W/Out Bottle 822351LSX High Output Nitrous System Purple 82087LSX High Output Nitrous System Polished 82087PLSX High Output Nitrous System W/Out Bottle 8208712010-2011 Gen V V6 Camaro Nitrous System Purple 823672010-2011 Gen V V6 Camaro Blackout Nitrous System 82367B2010-2011 Gen V V8 Camaro Nitrous System Purple 823802010-2011 Gen V V8 Camaro Blackout Nitrous System 82380BLS1/LS6 Wet Purple 82026LS1/LS6 Wet Polished 82026PPontiac G8 GT Nitrous System 82326LS Series Perimeter Plate Nitrous System 82195LS Series Perimeter Plate Conversion Kit 82039

Myth #2: Blowers & turbos are safer than nitrous injection.A properly installed nitrous system offers virtually the same level of en-gine safety as supercharger and turbocharger enhancements. Forced in-duction engine kits are most commonly complete packages that include fuel system and computer tuning upgrades. This allows the manufactur-er to build a safe computer “tune-up” into the system they provide. But adding all of those extras raises the cost of the upgrade by thousands of dollars.

With a nitrous system, the manufacturer provides precisely what is required to safely use nitrous, as well as detailed recommendations when fuel and ignition upgrades are necessary. The beauty of this in-formation is that the customer makes the decision as to how far they can go with their nitrous system based on their specific upgrades. A person spraying a 75 HP shot of nitrous doesn’t require a fuel pump upgrade, so why should he or she pay extra for one? But a person that wants to spray a 200 HP shot will definitely need to increase the fuel flow as well as the ignition system performance.

When it comes down to it, a nitrous system is just as safe as a blower or turbo kit as long as it’s installed with the fuel and ignition system upgrades needed for the power level you wish to run.

Myth #3: Nitrous oxide is the same thing as nitro methane.Nitrous oxide and nitro methane are NOT the same thing – not even close! Many people, especially those casual spectators of Top Fuel and Funny Car drag racing, think that nitrous and nitro are the same fuel. Having watched racers explode engines while making a 300 mph run down the quarter mile, they believe that nitrous will also cause their engines to blow up. Nothing could be further from the truth.

The nitro methane used in Top Fuel competition is a very volatile liquid fuel and only racing engines designed specifically for it can handle its huge power and destructive force. In these applications, nitro methane is the main fuel source, constituting as much as 90 percent of the total fuel burned.

Nitrous oxide, on the other hand, is injected into the engine in com-paratively small amounts and delivers smooth burning characteristics that enhance the fuel’s combustion process. Whether it’s a small 55 HP shot of nitrous added to a four cylinder engine or a 300 HP shot added to a properly built V8 racing engine, nitrous allows you to add just the right amount of power without fear of damaging your engine.

POLISH Any part of an Inglese system can be polished, including the manifold, stacks, linkag-es and throttle bodies

PAINT Inglese can match custom paint colors

POWDER COATING Create the custom color you want with a durable powder coating process

FILTERS Filters are available in both screen and nylon versions and are available as sets or individually

Custom Options For All Inglese Systems

EZ-EFI 8-Stack Induction SystemsThese technically advanced systems from Inglese deliver increased performance, cold starts and drivability for your GM LS street rod, muscle car or restored classic.

Aircraft-quality hex aluminum linkage delivers smooth actuation while custom engineered low-profile fuel rails sit below the stacks and between the throttle bodies. Ad-ditionally, the systems are capable of supporting engines producing up to 1000 horsepower and allow a much broader camshaft selection than a carbureted setup.

EZ-EFI Eight Stack Induction Systems employ advanced FAST EZ-EFI electronics and exclusive cast aluminum 50mm IDA-style throttle bottles. The EZ-EFI is a self learn-ing fuel injection system that tunes itself as you drive and does not require the use of a laptop. Simply answer a few

easy questions on the system’s hand-held unit. The EZ-EFI controller will then use that information to establish the base tuning file, and then “learn” as you drive, while hon-ing in on the optimum tune. It really is that easy.*

Injectors and stacks are sold separately. Throttle bodies and fuel rails are included but are also available individ-ually for custom built EFI systems. Kits are also available without FAST EZ-EFI engine controls for use with existing EFI engine controllers. Starting at $4,635.88.* Since EZ-EFI does NOT control ignition, an ingnition controller will need to be purchased.

Base KitAs Cast Part #

Polished Part #

GM LS1-Style, Cathedral Port Heads, 50mm NG4089E NG4089EPGM LS3/L92-Style, Rectangle Port Heads, 50mm NG4090E NG4090EPA.

induCtionthe Art oF

The first choice when it comes to exotic EFI induction systems, Inglese offers world class looks and state-of-the-art performance.

A


To make ordering your Inglese EFI Induction System easier, we’ve made a complete checklist of parts that you will need. Simply make your way down the list and select the part numbers that fit your application. And remember, you can always call our toll free STREET ROD HELP line at 1.866.450.8089 for assistance.

Choose “Base Kit” SystemThis is determined by what type of engine you have (will include manifold and throttle body assembly and a complete FAST EZ-EFI or XFI 2.0 kit). See page 30–32 for EFI systems.

Choose Iginition ControllerThis is based on the EFI system you select – Choose the EZ-LS or XIM. See page 33.

Choose Injector SizeSold separately, this is based on your targeted horsepow-er (sold separately from the “base kit”). See page 64.

Choose Stack SizeSold separately from the “base kit.” See page 64.

Choose Fuel Pump KitThis is based on your targeted horsepower – you need 60 psi (sold separately from the “base kit”). See page 64.

XFI 2.0 8-Stack Induction SystemsThese systems feature all the benefits of Inglese EZ-EFI Systems but also harness the incredible power of the FAST XFI 2.0. XFI 2.0 is an electronic fuel injection system with revolutionary features and capabilities in an easy-to-use package. The system precisely balances fuel and spark, allowing the user to fine tune like never before.

Not only does it allow fine tuning, but it is capable of sup-porting up to 1000 horsepower engines and allows for more aggressive camshaft choices.

Systems feature an aircraft-quality hex aluminum linkage de-signed to provide smooth and stick-free actuation and the manifold uses custom-engineered, low-profile fuel rails that sit below the stacks and between the throttle bodies. These amazing systems are engineered to deliver reliable service un-der normal heat environments and avoid the common linkage binding found with many inferior systems.

A complete system includes an ECU, harness, sensors and soft-ware that’s completely configurable and allows you to set your desired parameters. Fuel injectors, stacks and fuel pump kit are sold separately from base kit. Professional tuning is required. Inglese can recommend a local tuner. Starting at $5,759.71.

Base KitAs Cast Part #

Polished art #

GM LS1-Style, Cathedral Port Heads, 50mm NG4089F NG4089FPGM LS3/L92-Style, Rectangle Port Heads, 50mm NG4090F NG4090FPB.

HOW TO ORDER YOUR INGLESE EFI INDUCTION SYSTEM

B


Description Part #Precision-Flow Fuel Injectors 8 Pack 39lb/hr Injectors – 550 HP 30397-8Precision-Flow Fuel Injectors 8 Pack 50lb/hr Injectors – 700 HP 30507-8Precision-Flow Fuel Injectors 8 Pack 65lb/hr Injectors – 925 HP 30657-8Precision-Flow Fuel Injectors 8 Pack 85lb/hr Injectors – 1200 HP 30857-8EFI Stacks 50mm Brushed Alum. Stacks EFI Throttle Bodies for 50mm – Set of 8 NG4015-8EFI Stacks 100mm Brushed Alum. Stacks for 50mm EFI Throttle Bodies – Set of 8 NG4014-8EFI Stacks 1.50" Billet Alum. Stacks for 50mm EFI Throttle Bodies – Set of 8 NG5103-81

EFI Stacks 1.50" Billet Alum. Stacks for 58mm EFI Throttle Bodies – Set of 8 NG5105-8EFI Stacks 3.50" Billet Alum. Stacks for 50mm EFI Throttle Bodies – Set of 8 NG5104-81

EFI Fuel Systems High Flow Fuel Systems – 500 HP 307503EFI Fuel Systems High Flow Fuel Systems – 600 HP 307502EFI Fuel Systems High Flow Fuel Systems – 1000 HP 307500Filters Urethane Snap-In Stack Filters - Set of 8 NG5110-8Filters Urethane Snap-In Stack Filters - Set of 8 NG5111-8Filters EFI “No Show” Metal Screen Filters NG4040-8

1 Also available in sets of four (-4)

A.

B.

C.

D.

C

D BA

Inglese also offers Weber & EMPI 8-Stack Induction Systems for GM LS. Call 1.866.450.8089 or go to inglese.com for pricing and more information.

NEED CarB INDuCTIoN?


8530

zDon’t take our word for it!Visit www.compcams.com/thumpr to hear & check specs.

Modern Performance Meets Hot Rod Attitude

You Don’t Have To Sacrifice Your Muscle Car’s Soul Just To Get

The Benefits Of A GM LS Engine

If you’ve already made the switch to a modern GM LS

engine for your classic hot rod, you know that the ben-

efits of “start and drive” convenience and unmatched

reliability are incredible. But these great engines fall short

when it comes to experiencing the traditional sound and

performance of a REAL HOT ROD. Not anymore. The

Thumpr™ Camshaft line-up from COMP Cams® was de-

signed to add authentic hot rod attitude to modern en-

gines without sacrificing reliability or street manners.

Let’s face it, nothing grabs our attention at car shows

and cruise nights better than a car with an aggressive,

hard thumping, high-performance idle. In their ongoing

quest to provide enthusiasts with the PERfORMAnCE, SOunD & DRIvABILITY they crave, the COMP Cams®

engineers expanded the Thumpr™ series of camshafts to

include grinds specifically designed to give late model LS

engines real hot rod attitude.

Featuring specially engineered profiles for late model GM

LS engines, these camshafts provide the perfect com-

bination of early intake valve opening and long exhaust

duration with a generous amount of overlap to maximize

your engine’s nasty idling characteristics without nega-

tively impacting streetability. Thumpr™ Camshafts and

matching valve train parts are EASY-TO-InSTALL, direct

replacement components that exceed the quality and du-

rability standards of OE parts. Finally, your late model LS

powerplant can provide an authentic hot rod experience.

Without question, the Thumpr™ Camshafts are in a class

of their own when it comes to serious “seat of the pants”

performance and a head-turning, aggressive idle.

Hated by Neighbors,Envied By Friends

Description Part #Crankshaft Socket Gen III/IV LS-Type 4914Camshaft Degree Kit Gen III/VI LS-Type Kit 4942

Description Part #Engine Plug Kit LS Engine Plug Kit 251Valve Spring Compressor GM LS Valve Spring Compressor 5462

Camshaft Degree Kit(Cylinder heads off Engine)

This kit contains everything need-ed for camshaft degreeing when the cylinder heads are OFF of the engine. Starting at $199.07

Kits Include the Following:

• 9" Degree Wheel • Heads Off Degreeing Fixture • 0-1" Travel Dial Indicator • 5" Dial Indicator Extension • Plate Style TDC Stop • Wire Degree Wheel Pointer • One Crankshaft Socket

Crankshaft SocketThis specially designed LS 1/2" drive socket allows ro-tation of the engine assembly while a knurled retaining nut holds the degree wheel in place. To make things easier, it can be loosened while on the crank snout so that the wheel can be turned inde-pendent of the engine when finding TDC. Starting at $50.61

Valve Spring CompressorThis piece is specifically designed to work with all GM Gen III/IV LS-type engines. The easy-to-use custom design enables the removal of two valve springs at a time without the hassle of removing the rocker stand or any of the other installed rockers. The tool works with cylinder heads installed on an engine or with the cylinder heads off. Starting at $102.96

Engine Plug KitsIt’s easy to overlook the smaller parts of the engine until the final stages of the build. That's why COMP Cams developed this Engine Plug Kit. It includes all the plugs needed to finish building or upgrading your LS engine. Made from brass and galvanized steel to resist corrosion, the plugs in this kit will last for years without rusting or becoming stuck in the engine block. Starting at $30.86

LS toolkit


Ordering a special grind camshaft may be the best course of action when

building your LS engine

the dailygrind

There is no more critical part of an engine than the camshaft – often referred to as the brains of the engine. The patterns and position of the lobes of the camshaft determine the timing and lift applied to the valves and valve train. So it goes without saying that selecting the right camshaft is clearly the most important decision you make after engine choice.

When it comes to LS engines, COMP Cams offers a wide range of standard camshaft offerings. For street engine ap-plications, these are more than appropriate. But that does not mean they don’t invite creative camshaft requests for more complex engine applications. Many high tech engine builders are very sensitive when it comes to developing their own cam designs and other valve train gear. They have specific requirements that require special orders.

COMP Cams created literally thousands of special grind camshafts for LS engine builders in 2013 alone. That’s a lot of custom ordering. But that does not mean lengthy wait times or extra costs. COMP Cams custom grinds take less than 72 hours to grind and cost no more than a stan-dard part numbered camshaft.

The following pages include COMP’s popular shelf-grind camshafts. This will help many engine builders select from a wider range of cams and lessen their development time. But remember, if you still don’t see something you like – your custom cam can easily be created.

LS Engine Car Applications

RPO Year Applications Core VVTAFM/ DOD Liter

LS1 97-0497-04 Corvette98-02 Camaro/Trans Am04 Pontiac GTO

Three-Bolt 54 Prefix

NO NO 5.7

LS6 01-0501-04 Corvette Z0604-05 Cadillac CTS V


NO NO 5.7

LS2 05-09

05-07 Buick Rainier05-06 Pontiac GTO06-07 Cadillac CTS V05-07 Corvette05-06 SSR06-07 Trailblazer SS


NO NO 6.0

LS2 07-09 07-09 Trailblazer SSSinlge-Bolt146 Prefix

NO NO 6.0

LS7 06 & Up 06-13 Up Corvette ZO6Three-Bolt 54 Prefix

NO NO 7.0

LS9 09 09-13 Corvette ZR1Three-Bolt 54 Prefix

NO NO 6.2

LS3 08-1408-13 Up Corvette09 Pontiac G8 GXP10-14 Camaro SS (Manual)

Single-Bolt 146 Prefix

NO NO 6.2

LS4 06-09

06-09 Impala SS06-07 Monte Carlo SS05-08 Pontiac Grand Prix GXP08 Buick LaCrosse


NO YES 5.3

L98 07-0807-08 Lumina SS07-08 Caprice SS


NO NO 6.0

L76 08-09 08-09 Pontiac G8 GTSingle-Bolt 646 Prefix

NO YES 6.0

L77 11 & Up 11 & Up Caprice Police VehicleSingle-Bolt 646 Prefix

NO YES 6.0

L99 10-14 10-14 Camaro SS (Auto)Single-Bolt 689 Prefix

YES YES 6.2

LSA 09-1409-14 Cadillac CTS V12 Camaro ZL1


NO NO 6.2

How To Identify Your GM LS Non-VVT Engine Management System

A Three-Bolt Cam No or 1 Pole Reluctor “54” Series

B Three-Bolt Cam 4 Pole Reluctor “54” Series

C Single-Bolt Cam 4 Pole Reluctor “146” and “646” SeriesA B C

LS Engine Truck Applications


LR4 99-07

99-06 Tahoe/Yukon99-07 Silverado/Sierra03-07 Express 2500-350003-07 Savana 2500-3500


NO NO 4.8

LY2 07-09

07-09 Silverado/Sierra07-09 Tahoe/Yukon08-09 Express 2500-350008-09 Savana 2500-3500


NO NO 4.8

L20 09 & Up09 & Up Silverado/Sierra09 & Up Express/Savana


YES NO 4.8

LM7 99-07

99-06 Tahoe/Yukon99-06 Suburban/Yukon XL99-07 Silverado/Sierra02-05 Escalade 2WD02-06 Avalanche03-07 Express/Savana


NO NO 5.3

LM4 03-04

03-04 Trailblazer EXT04 Envoy XL03-04 SSR04 Buick Rainier


NO NO 5.3

L33 05-07 05-07 Silverado/Sierra 4WDThree-Bolt 54 Prefix

NO NO 5.3

L59 02-0702-07 Silverado/Sierra02-06 Tahoe/Yukon02-06 Suburban/Yukon XL


NO NO 5.3

LH6 05-09

05 Envoy XUV05-06 Envoy XL05-09 Envoy Denali05-09 Trailblazer07 Silverado 150005-07 Buick Rainier07-09 Sierra 1500


NO YES 5.3

68

LS Engine Truck Applications (cont.)


LY5 07 & Up

07 & Up Avalanche07 & Up Silverado/Sierra07 & Up Tahoe/Yukon07 & Up Suburban/Yukon XL

Single-Bolt 646 Prefix NO YES 5.3

LMG 07 & Up07 & Up Avalanche07 & Up Tahoe/Yukon07 & Up Suburban/Yukon XL


LC9 07 & Up 07 & Up Avalanche07 & Up Suburban/Yukon XL

Single-Bolt 689 Prefix YES YES 5.3

LH8 08-10 08-10 Hummer H309-10 Colorado/Canyon

Single-Bolt 146 Prefix NO NO 5.3

LH9 10 & Up 10 & Up Colorado/Canyon Single-Bolt 189 Prefix YES NO 5.3

LMF 10 & Up 10 & Up Express/Savana Single-Bolt 189 Prefix YES NO 5.3

LQ4 99-07

99-07 Express/Savana99-01 Silverado/Sierra 2500/2350099-01 Suburban/Yukon XL 250003-07 Hummer H2

Three-Bolt 54 Prefix NO NO 6.0

LQ9 02-07

02-06 Cadillac Escalade02-06 Cadillac Escalade EXT03-06 Cadillac Escalade ESV03-07 Silverado SS04-05 Silverado/Sierra HO Edition06-07 Silverado/Sierra MAX Option

Three-Bolt 54 Prefix NO NO 6.0

LY6 07-1007 Silverado/Sierra HD07 Suburban,Yukon XL 250007 Express/Savana

Single-Bolt 156 Prefix YES NO 6.0

LY6 08-1007-10 Silverado/Sierra HD07-10 Suburban,Yukon XL 250007-10 Express/Savana


L76 07-0907-09 Silverado/Sierra 07-09 Suburban/Yukon XL07-09 Avalanche


1 2 3

1 Gen III/IV Three-Bolt Cam “54” Series

2 Gen IV Single-Bolt W/O VVT Cam “146” and “646” Series

3 Gen IV Single-Bolt W/ VVT Cam “156” and “656” Series “189” and “689” Series

GM LS Camshaft Core Types

LS Engine Truck Applications (cont.)


L76 07-0907-09 Silverado/Sierra 07-09 Suburban/Yukon XL07-09 Avalanche


LFA 08-0908-09 Tahoe/Yukon Hybrid09 Cadillac Escalade Hybrid09 Silverado/Sierra Hybrid


LZ1 10 & Up

10 & Up Tahoe/Yukon Hybrid10 & Up Cadillac Escalade Hybrid10 & Up Silverado/Sierra Hybrid


L96 11 & Up

10 Present Silverado/Sierra HD10 & Up Suburban,Yukon XL 250010 & Up Express/Savana


LC8 11 & Up

11 Present Silverado/Sierra HD-CNG11 & Up Suburban,Yukon XL 2500-CNG11 & Up Express/Savana-CNG


L92 07 & Up

07-08 Cadillac Escalade07-08 Yukon/Yukon XL Denali08-09 Hummer H209 Tahoe LTZ09 & Up Silverado/Sierra 150007-08 Sierra Denali


L9H 09 & Up

09 & Up Cadillac Escalade09 & Up Tahoe LTZ/Yukon Denali09 & Up Sierra Denali/SLT09 & Up Silverado LTZ09 Hummer H2

Single Bolt 689 Prefix YES YES 6.2

L94 10 & Up 10 Present Cadillac Escalade10 & Up Yukon Denali

Single Bolt 689 Prefix YES YES 6.2

LS part numbered and custom grind cams start at $411.67, depending on core.

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Just look to the right to determine which setup best suits your needs.


GM LS Gen III/IV Three-Bolt 8 Cyl. 1997-Present Duration Valve Lift

Applications / Camshafts

Valve Setting RPM Operating

Range

Camshaft Part Number

Cam Grind Number

Advertised @ .050" W/ 1.7 Rocker Lobe Sep. AngleIn. Ex. In. Ex. In. Ex. In. Ex.

XFI RPM Hydraulic Roller Camshafts

Very strong torque, good mileage. Noticeable increase over stock cam. Hyd. Hyd. 800 to 5800 54-408-111 XR259HR 259 265 206 212 .515 .522 112°

Good torque and very strong mid-range power. Good performance cam. Hyd. Hyd. 1200 to 6000 54-412-111 XR265HR 265 271 212 218 .522 .529 114°

Great mid-range with superior top end power. Needs programmer. Hyd. Hyd. 1300 to 6300 54-414-111 XR269HR 269 273 216 220 .525 .532 114°

Street/strip camshaft for high RPM power. Likes higher rocker ratios. Must have programmer.

Hyd. Hyd. 1600 to 6600 54-416-111 XR273HR 273 277 220 224 .530 .534 112°

Street/strip camshaft designed for use with FAST LSX intake. Requires programmer.

Hyd. Hyd. 2000 to 6800 54-418-111 XR277HR 277 281 224 228 .534 .537 112°

XFI RPM HI-LIFT Hydraulic Roller Camshafts

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

Hyd. Hyd. 1400 to 6700 54-424-111 XR265HR 265 271 212 218 .558 .563 115°

Great street/strip camshaft for mid-range and high RPM power. Must have programmer.

Hyd. Hyd. 1800 to 6800 54-426-111 XR275HR 275 277 222 224 .566 .568 112°

High RPM street/strip camshaft for use with FAST LSX intake. Requires programmer.

Hyd. Hyd. 2200 to 7200 54-428-111 XR281HR 281 283 228 230 .571 .573 112°

XFI XE-R Hydraulic Roller Camshafts

High RPM street/strip with XE-R lobe designs. Requires custom tuning. Hyd. Hyd. 2000 to 7000 54-444-111 XER273HR 273 279 224 230 .581 .588 114°

Xtreme Energy XE-R design for standard displacement LS6 and LS1. Hyd. Hyd. 2400 to 7200 54-446-111 XER281HR 281 283 232 234 .595 .598 112°

Xtreme Energy XE-R design for large cubic inch LS6 and LS1. Hyd. Hyd. 2800 to 7200 54-448-111 XER287HR 287 289 238 240 .605 .609 112°

XFI XTREME TRUCK Hydraulic Roller Camshafts

4.8L/5.3L Chevrolet/GMC truck. Significant gains in mid and upper RPM range. Works best with programmer.

Hyd. Hyd. 800 to 5000 54-450-111 G3 XFI 260 HR15

260 266 206 212 .513 .520 115°

6.0L Chevrolet/GMC truck. Significant gains in mid and upper RPM range. Works best with programmer.

Hyd. Hyd. 800 to 5200 54-452-111 G3 XFI 266 HR15

266 270 212 216 .520 .524 115°

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

Hyd. Hyd. 1000 to 5700 54-451-111 G3 XFI 261

HR15261 265 208 212 .554 .558 115°

THUMPR Hydraulic Roller Camshafts

High performance street, stock converter ok, best with 2000+ converter and gears, choppy/thumping idle.

Hyd. Hyd. 2000 to 6400 54-600-111 275THR9 275 295 219 233 .553 .536 109°

Mutha' Thumpr High performance street/ strip, needs 9:1 com-pression, 2500+ stall, intake, gears and headers, rough idle.

Hyd. Hyd. 2300 to 6600 54-601-111 283THR9 283 303 227 241 .563 .546 109°

Big Mutha' Thumpr Street/strip, needs 9.5:1 compression, 2800+ stall, intake, gears and headers, very rough idle.

Hyd. Hyd. 2600 to 6800 54-602-111 291THR9 291 311 235 249 .573 .558 109°

LSR CATHEDRAL PORT Hydraulic Roller Camshafts Small Displacement or Max Torque, 4.8L-5.7L

Very strong torque and excellent response. Works best in heavy vehicles, low RPM applications.

Hyd. Hyd. 1300 to 6500 54-455-111 265Lr HR12 265 273 215 223 .604 .610 112°

Excellent torque with a very broad power band. Great for street performance and drivability.

Hyd. Hyd. 1500 to 6700 54-456-111 269Lr HR12 269 277 219 227 .607 .614 112°

Steady power throughout broad range. Needs aftermarket airflow improvements on inlet and exhaust.

Hyd. Hyd. 1700 to 6800 54-457-111 273Lr HR12 273 281 223 231 .610 .617 112°

Good street/strip camshaft with wide range. Must have substantial airflow upgrades, inlet and exhaust.

Hyd. Hyd. 1900 to 7000 54-458-111 277Lr HR13 277 285 227 235 .614 .621 113°

LSR CATHEDRAL PORT Hydraulic Roller Camshafts All Out Power for 5.7L-6.2L

Very wide power range and excellent mid-range torque for LS engines with cathedral port cylinder heads.

Hyd. Hyd. 2000 to 7000 54-459-111 281LR HR13 281 289 231 239 .617 .624 113°

Very strong from mid-range to high end torque and horsepower for LS engines with cathedral port cylinder heads.

Hyd. Hyd. 2200 to 7200 54-460-111 285LR HR13 285 293 235 243 .621 .624 113°

Broad top end power range for high RPM, race only LS engines with aftermarket cathedral port cylinder heads and higher compression.

Hyd. Hyd. 2400 to 7200 54-461-111 289LR HR14 289 297 239 247 .624 .624 114°

Excellent top end and high RPM power for race style LS engines with aftermarket cathedral port cylinder heads.

Hyd. Hyd. 2600 to 7200 54-462-111 293LR HR14 293 301 243 251 .624 .624 114°

1 Stock springs cannot be used.


GM LS Gen III/IV Three-Bolt 8 Cyl. 1997-Present Duration Valve Lift



Range


Cam Grind Number


LSR RECTANGULAR PORT Hydraulic Roller Camshafts All Out Power for 5.7L-6.2L

Excellent torque with a very broad power band. Great for street performance and drivability.

Hyd. Hyd. 1500 to 6700 54-453-11 269LRR HR13 269 285 219 235 .607 .621 113°

Good street/strip camshaft with very wide range. Hyd. Hyd. 1900 to 7000 54-454-11 277LRR HR13 277 293 227 243 .614 .624 113°

Very wide power range and excellent mid-range torque for LS engines with rectangular port cylinder heads.

Hyd. Hyd. 2000 to 7000 54-469-111 281LRR HR13 281 297 231 247 .617 .624 113°

Very strong from mid-range to high end torque and horsepower for LS engines with rectangular port cylinder heads.

Hyd. Hyd. 2200 to 7200 54-470-111 285LRR HR13 285 301 235 251 .621 .624 113°

Broad top end power range for high RPM, race only LS engines with aftermarket rectangular port heads and higher compression.

Hyd. Hyd. 2400 to 7200 54-471-111 289LRR HR14 289 305 239 255 .624 .624 114°

Excellent top end and high RPM power for race style LS engines with aftermarket rectangular port cylinder heads.

Hyd. Hyd. 2600 to 7200 54-472-111 293LRR HR14 293 309 243 259 .624 .624 114°

LSR CENTRIFUGAL BLOWER Hydraulic Roller Camshafts

Strong mid-range power when used with a centrifugal blower. Hyd. Hyd. 2200 to 7000 54-477-111 277LCB HR14 277 293 227 243 .614 .624 114°

Good high RPM power when used with a centrifugal blower. Hyd. Hyd. 2500 to 7200 54-478-111 285LCB HR15 285 301 235 251 .621 .624 115°

Best cam for high RPM power in race application when using a centrifugal blower.

Hyd. Hyd. 3000 to 7200 54-479-111 293LCB HR16 293 309 243 259 .624 .624 116°

LSR ROOTS BLOWER Hydraulic Roller Camshafts

Best in street/strip LS applications equipped with a Roots type supercharger.

Hyd. Hyd. 2400 to 7000 54-467-111 289LRB HR14 289 293 239 243 .624 .624 114°

Designed for race applications with a Roots blower. Very strong high RPM power.

Hyd. Hyd. 2700 to 7200 54-468-111 297LRB HR14 297 301 247 251 .624 .624 114°

GM LS2/LS3 Gen IV Single-Bolt W/O VVT & AFM 8 Cyl. 2005-Present Duration Valve Lift


Valve Setting RPM Operating Range


Cam Grind Number


XFI Hydraulic Roller Camshafts

Great street/strip camshaft for mid-range and high RPM power. Must have programmer. Hyd. Hyd. 1800 to 6800 146-426-111 XR275HR13 275 287 222 234 .566 .576 113°

High RPM street/strip camshaft for use with FAST intake. Requires programmer. Hyd. Hyd. 2200 to 7200 146-428-111 XR281HR13 281 293 228 240 .571 .590 113°

LSR Hydraulic Roller Camshafts

Excellent torque with a very broad power band. Great for street performance and drivability. Hyd. Hyd. 1500 to 6700 146-456-111 269LrR HR13 269 285 219 235 .607 .621 113°

Good street/strip camshaft with wide range. Hyd. Hyd. 1900 to 7000 146-458-111 277LrR HR13 277 293 227 243 .614 .624 113°

Very strong from mid-range to high end torque and hp for single-bolt LS3. Hyd. Hyd. 2200 to 7200 146-460-111 285LrR HR13 285 301 235 251 .621 .624 113°

Broad top end power range for high RPM race only, single-bolt LS3 applications. Hyd. Hyd. 2400 to 7200 146-461-111 289LrR HR14 289 305 239 255 .624 .624 114°

Excellent top end and high RPM power for race applications using the single-bolt LS3. Hyd. Hyd. 2600 to 7200 146-462-111 293LrR HR14 293 309 243 259 .624 .624 114°

GM LS2/LS3 Gen IV Single-Bolt W/ AFM, W/O VVT Single-Bolt 8 Cyl. 2005-Present Duration Valve Lift



Range

Camshaft Part

Number

Cam Grind Number


XFI AFM Hydraulic Roller Camshafts

Great all around torque for trucks and other heavy applications; across the board improvements power over stock AFM cams. Hyd. Hyd. 1600 to 6300 646-431-13 262AFM15

275 D 286 D 212 D 224 D .500 D .500 D 115°

262 N 274 N 210 N 222 N .500 N .500 N 115°

Excellent performance gains over the widest possible range in modi-fied applications like a G8 with manifold and headers. Hyd. Hyd. 1900 to 6500 646-432-13 266AFM16

278 D 290 D 216 D 228 D .500 D .500 D 116°

266 N 278 N 214 N 226 N .500 N .500 N 116°

Outstanding top end power in modified AFM engines, requires higher stall, gears, headers, etc. for best performance. Hyd. Hyd. 2100 to 6700 646-433-13 270AFM17

282 D 294 D 220 D 232 D .500 D .500 D 117°

270 N 282 N 218 N 230 N .500 N .500 N 117°

1 Stock springs cannot be used.

It is not recommended to use synthetic oil for LS engine break-in.


GM LS Gen IV Single-Bolt W/ VVT, W/O AFM (12585994) 8 Cyl. 2005-2008 Duration Valve Lift



Range


Cam Grind Number



Excellent responsiveness and low end torque with good power gains. Hyd. Hyd. 1300 to 6500 156-400-13 263PHR14 263 277 210 224 .556 .568 114°

Substantial power and torque gains across the board. Hyd. Hyd. 1600 to 6700 156-401-13 267PHR14 267 281 214 228 .559 .571 114°

Extremely strong from 4500 past 6700 RPM. Noticeable idle. Hyd. Hyd. 1800 to 6900 156-402-13 271PHR14 271 285 218 232 .563 .575 114°

Best choice for maximum power in aftermarket/CNC head applications. Hyd. Hyd. 2000 to 7100 156-403-13 275PHR14 275 289 222 236 .566 .578 114°

GM LS Gen IV Single-Bolt W/ VVT (12585994) & AFM 8 Cyl. 2005-2008 Duration Valve Lift



Range

Camshaft Part

Number

Cam Grind Number



Best choice for vehicles requiring strong off idle torque, while improv-ing power at all RPM. Great for trucks & heavy cars. Hyd. Hyd. 1600 to 6500 656-421-13 266PHR14

278 D 290 D 216 D 228 D .500 D .500 D 114°

266 N 278 N 214 N 226 N .500 N .500 N 114°

Very impressive midrange to high RPM power improvements in modified applications with headers, intake and gears. Hyd. Hyd. 1800 to 6700 656-422-13 270PHR15

282 D 294 D 220 D 232 D .500 D .500 D 115°

270 N 282 N 218 N 230 N .500 N .500 N 115°

Outstanding top end power in significantly modified VVT+ AFM apps. Best w/ stall, gears, headers & intake mods. Hyd. Hyd. 2000 to 6900 656-423-13 274PHR16

286 D 298 D 224 D 236 D .500 D .500 D 116°

274 N 286 N 222 N 234 N .500 N .500 N 116°

GM LS Gen IV Single-Bolt W/ VVT, W/O AFM (12585994) 8 Cyl. 2005-2008 Duration Valve Lift


Valve Setting RPM Operating Range


Cam Grind Number



Great off idle torque for trucks and other heavy or low RPM applications, while still improving power at all RPM. Hyd. Hyd. 1500 to 6600 189-400-13 263PIIHR14 263 277 210 224 .556 .568 114°

Excellent responsiveness and mid-range power w/ across the board gains. Best choice for heavy vehicles & stock gearing. Hyd. Hyd. 1700 to 6800 189-401-13 267PIIHR14 267 281 214 228 .559 .571 114°

Great all around performance and best choice for mildly modified L99 Camaro applications with AFM disabled. Hyd. Hyd. 1900 to 7000 189-402-13 271PIIHR14 271 285 218 232 .563 .575 114°

Outstanding top end power in modified non-AFM applications, w/o sacrificing low end if properly programmed. Hyd. Hyd. 2100 to 7200 189-403-13 275PIIHR14 275 289 222 236 .566 .578 114°

GM LS Gen IV Single-Bolt W/ VVT (12606358) & AFM 8 Cyl. 2008-Present Duration Valve Lift



Range

Camshaft Part

Number

Cam Grind Number



Excellent responsiveness and mid-range power w/ across the board gains. Best choice for heavy vehicles & stock gearing. Hyd. Hyd. 1600 to 6500 689-421-13 266PIIHR14

278 D 290 D 216 D 228 D .500 D .500 D 114°

266 N 278 N 214 N 226 N .500 N .500 N 114°

Great all around performance and best choice for mildly modified L99 Camaro applications with AFM enabled. Hyd. Hyd. 1800 to 6700 689-422-13 270PIIHR15

282 D 294 D 220 D 232 D .500 D .500 D 115°

270 N 282 N 218 N 230 N .500 N .500 N 115°

Outstanding top end power in modified L99 style applications, w/o sacrificing low end if properly programmed. Hyd. Hyd. 2000 to 6900 689-423-13 274PIIHR16

286 D 298 D 224 D 236 D .500 D .500 D 116°

274 N 286 N 222 N 234 N .500 N .500 N 116°

Not all CoMP Cams part numbered LS camshafts are listed here. See the CoMP Cams Master reference

Guide or visit compcams.com for a complete listing.

It is not recommended to use synthetic oil for LS engine break-in.


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