(Image/Summit Racing)
Summit Racing Equipment has a new line of camshafts for LS and LS-based Vortec truck engines which consists of 10 different cam profiles for various performance applications.
The Summit Racing Pro LS Camshafts lineup includes:
- 5 truck cam profiles
- 6 automotive cam profiles
- 2 LS3 rectangle-port specific profiles
- 3 turbo cam profile
Summit Racing-brand parts are designed to be budget-friendly alternatives to other options without sacrificing quality and performance.
Want to see how these cams are made? Check out this tour of the factory making the Pro LS Camshafts.
The new Summit Racing Pro LS Camshafts are precision-machined from high-quality U.S. steel, and are designed to be easy on your valvetrain and run with lower-cost components, yet remain stable to over 7,000 rpm with a good valve spring kit.
So, if you’re doing a cam swap on a Gen. 3 or Gen. 4 LS or Vortec engine, you’re probably going to like these Summit Racing Pro LS camshafts.
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How to Pick the Right Pro LS Cam for Your Application
Cams are generally listed by duration, lobe separation, and advance. This muddies the waters and can compromise performance. Summit Racing Pro LS cams are designed with the specific timing events required by each application. From Stage 1 to Stage 4, you’ll find these timing events in exacting increments. This ensures repeatable performance and distinct behaviors.
For more valve event event theory read:
- Comparing Camshafts: A History of Camshaft Specs and Choosing the Right Cam
- Comparing Camshafts (Part 2): Consider Individual Timing Events When Choosing a Cam
Important note: Summit Racing Pro LS Camshafts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.
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Summit Racing Pro LS cams listed in this format:
| Part Number | Camshaft Description | Duration at .050" | Lobe Separation | Advance | Lift (1.7 Rocker) | Basic Operating Range | IVO at .050" | IVC at .050" | EVO at .050" | EVC at .050" | Overlap at .050" |
|---|---|---|---|---|---|---|---|---|---|---|---|
Need a refresher on the valve events? Here they are in order of importance.
- IVC=Intake Valve Closing. This event has the most control over the operating range.
- IVO=Intake Valve Opening. This event has the most control over idle quality.
- EVC=Exhaust Valve Closing. This event, in conjunction with IVO, creates overlap. It generally hurts low rpm performance, but is increasingly helpful at peak torque and above.
- EVO=Exhaust Valve Opening. This is a compromise. Pressure on the piston before bottom dead center (BDC) helps, but works against you after BDC on the exhaust stroke.
Summit Racing Pro LS cams take the guesswork out of choosing the perfect cam.
Do you want to know what your engine will idle like? Look in the intake valve opening column. Want to know the rpm range? Look at the intake valve closing column..
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Summit Racing Pro LS Cams Printable Spec Chart
Detailed spec charts for every Pro LS Camshaft are listed in the continuing story below.
Here are those same specs in a single downloadable PDF:
Summit Racing Pro LS Cams Spec Sheet
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Summit Racing Pro LS Truck Camshafts
Pro LS Truck cams are designed to make power where it’s needed. The truck cams have intake closing points between 36 and 41 degrees after bottom dead center (BDC) for maximum punch where the converter hits.
- The Stage 1 and Stage 2 truck cams are designed to work well with the stock converter.
- The Stage 3 truck cam works well with a stock stall, but a 2,500 is recommended.
- The Stage 4 truck cam makes great power with a killer idle. It hits hard at 2,800-3,000 rpm –and keeps pulling through 6,800 rpm.
Idle quality is important and your tuner will find these cams are easy to work with. They won’t lug or surge, and are designed to maintain part-throttle efficiency. You can get the idle you want simply by raising or lowering the idle speed a bit.
Next, let’s talk about valve lift and the springs that match.
- The Stage 1 truck cam is designed to work with the original springs.
- The Stage 2 truck cam will too, but Summit Racing recommends LS6 springs to extend the rev range.
- The Stage 3 and 4 truck cams are also designed around the LS6 springs.
Why LS6 springs? The 405 horsepower LS6 had .555 in. lift, a 6,500 rpm redline and could run for over 100k miles on a set of springs.
Summit Racing Pro LS/Vortec Truck Swap Cams
| Part Number | Camshaft Description | Duration at .050" | Lobe Separation | Advance | Lift (1.7:1 Rocker) | Basic Operating Range | IVO* at .050" | IVC* at .050" | EVO* at .050" | EVC* at .050" | Overlap at .050" |
|---|---|---|---|---|---|---|---|---|---|---|---|
| SUM-8718 | Stage 1 Truck Tq. Efficiency | 205/217 | 112 | 2 | .500/.500 | 750-6,000 rpm | -8 | 33 | 42 | -5 | -12 |
| The Summit Stage 1 Drop-in truck Tq. Efficiency cam produces outstanding torque right off idle and maintains efficiency. It makes much better torque and power across the entire RPM range. Idle speed can be tuned for smooth idle or a slight lope. No springs are required. | |||||||||||
| SUM-8712 | Stage 1 drop-in LS Vortec truck | 209/217 | 112 | 1 | .500/.500 | 2,000-6,000 rpm | -6 | 36 | 42 | -4 | -10 |
| The Summit Racing Stage 1 drop-in truck cam is great for day-to-day drivability and produces incredible torque right off idle. Idle speed can be tuned for smooth idle or a noticeable lope. No springs required. It uses a state-of-the-art cam lobe design to pull strongly past 6,500 rpm even with stock springs. | |||||||||||
| SUM-8719 | Stage 1 Truck High-lift | 209/217 | 112 | 1 | .550/.550 | 1,800-6,200 rpm | -7 | 36 | 41 | -4 | -10 |
| The Summit Stage 1 High-Lift truck cam produces good torque off idle with very good mid-range and good top-end power. Idle speed can be tuned for a smooth idle or a noticable lope. The extra lift increases power and torque across the range. This cam pulls strongly past 6500 rpm with proven LS6 springs. | |||||||||||
| SUM-8701 | Stage 2 LS Vortec truck | 218/227 | 112 | 2 | .523/.524 | 2,200-6,200 rpm | -1 | 39 | 46 | 0 | -1 |
| The Summit Racing Stage 2 drop-in truck cam is great for a driver and produces incredible torque right off idle. Idle speed can be tuned for smooth idle or a noticeable lope. No springs required, but LS6 springs are recommended. It uses a state-of-the-art cam lobe design to pull strongly past 6,000 rpm. | |||||||||||
| SUM-8720 | Stage 2 Truck High-Lift | 218/227 | 112 | 2 | .600/.600 | 2,200-6,500 rpm | -1 | 39 | 46 | 0 | -1 |
| The Summit Stage 2 High-Lift truck cam makes great mid-range and top-end power. It’s the largest recommended with a stock converter. It has a noticeable lope depending on idle speed. It works well with TFS-16918-style beehive springs. Works well with nitrous or supercharger. | |||||||||||
| SUM-8713 | Stage 3 LS Vortec truck | 222/231 | 112 | 5 | .545/.545 | 2,500-6,500 rpm | 4 | 38 | 52 | -1 | 3 |
| The Summit Racing Stage 3 truck cam is about the biggest cam you can get for a 5.3 that will still retain decent road manners. A 2,500 stall converter is recommended. It has a strong lopey idle. It uses state-of-the-art cam lobe designs to pull strongly from 2,500 to 6,500 rpm with LS6 springs. | |||||||||||
| SUM-8714 | Stage 4 LS Vortec truck | 226/230 | 112 | 4 | .545/.545 | 3,000-6,800 rpm | 5 | 41 | 51 | -1 | 4 |
| The Summit Stage 4 truck cam is the meanest truck cam out there. 2,800-3,000 Converter recommended. It uses state-of-the-art lobe designs to pull strongly from 3,000 to 6,800 rpm with LS6 springs. | |||||||||||
| *IVC=Intake Valve Closing, IVO=Intake Valve Opening, EVC=Exhaust Valve Closing, EVO=Exhaust Valve Opening | |||||||||||
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Summit Racing Pro LS Automotive Cams
Next, let’s talk about the Pro LS automotive cams. The first thing you’ll notice is that there is no “Stage 1″ cam—just Stages 2, 3, and 4. That’s because most people willing to go through the time and effort of a cam swap want to see a bigger performance gain from their efforts than a Stage 1 cam will typically provide.
Cars are lighter than trucks with deeper gears, more converter. They often run headers.
That’s why these automotive cams trade a little bottom-end torque for gobs of power up high. One way to think of this trade-off is “adding duration,” though, as previously discussed, Summit Racing is being more specific with the valve events.
The intake valve closing points range between 43 to 50 degrees after BDC. Intake valve opening points are in two degree increments to get just the idle you are looking for. More on this later.
- The Stage 2 cam is powerful, yet retains its road manners.
- The Stage 3 cam is more aggressive and works great in your weekend warrior.
- The Stage 4 cam is a bruiser. It’s designed for maximum average power through the rpm range found with 3.45-3.70 gears.
- The LS3 cams are designed for rectangle port cylinder heads. They’re also designed to clear the LS3’s true flat-top pistons with minimum hassle. The Stage 3 cam allows you to mill the heads for more compression. The Stage 4 LS3 cam is designed for un-milled heads. Both are stable to 7,000+ rpm with the lighter LS3 intake valves and quality spring packs.
The Summit Racing Pro LS cams have more lift for better breathing. The Stage 2 and 3 cams are compatible with commonly available .600 in. lift spring packages. The Stage 4 maximizes performance with .625 in. lift.
Summit Racing Pro LS3 Stage 3 and 4 cams have .625 in. lift as well. These cams will pull cleanly to 7,000+ rpm with as little as 150 pounds at the seat and 400 pounds of open spring pressure.
Summit Racing Pro LS Automobile Cams, Gen. 3 & 4
| Part Number | Camshaft Description | Duration at .050" | Lobe Separation | Advance | Lift (1.7:1 Rocker) | Basic Operating Range | IVO* at .050" | IVC* at .050" | EVO* at .050" | EVC* at .050" | Overlap at .050" |
|---|---|---|---|---|---|---|---|---|---|---|---|
| SUM-8715 | Stage 1 LS | 222/233 | 115 | 3 | .600/.575 | 2,800-6,800 rpm | -1 | 43 | 55 | -2 | -3 |
| The Summit Stage 1 cam is designed to provide a stealthy idle yet strong power to 6,500 rpm. Idle can be raised or lowered for lope or smooth idle. It is the largest cam that works with a stock converter. It also works well with turbo, nitrous, and supercharged applications. | |||||||||||
| SUM-8707 | Stage 2 LS | 226/238 | 113 | 3 | .600/.600 | 3,000-7,000 rpm | 3 | 43 | 55 | 3 | 6 |
| The Summit Racing Stage 2 LS cam is the biggest cam that retains friendly road manners. It has a steady lope and tunes well with a minimum of hassle. It uses state-of-the-art cam lobe designs to pull strongly to 7,000 rpm with as little as 150 lbs. of seat pressure. | |||||||||||
| SUM-8708 | Stage 3 LS | 231/242 | 113 | 3 | .600/.600 | 3,500-7,000 rpm | 5 | 46 | 57 | 5 | 10 |
| The Summit Stage 3 LS cam is a great cam for a weekend warrior. It has a lopey idle, but tunes well with a minimum of hassle. It uses state-of-the-art lobe designs to pull strongly past 7,000 rpm with as little as 150 lbs. of seat pressure. | |||||||||||
| SUM-8709 | Stage 4 LS | 237/246 | 113 | 3 | .625/.605 | 3,500-7,000 rpm | 7 | 50 | 59 | 7 | 14 |
| The Summit Racing Stage 4 LS cam is the ultimate track cam for a car or truck with the factory intake manifold design. It has a rowdy idle and will out-horsepower any cam in its range. It uses state-of-the-art cam lobe designs to pull strongly past 7,000 rpm with as little as 150 lbs. of seat pressure. It's the largest cam that fits LS3 with unmilled heads, but always check piston to valve clearance and degree if necessary. | |||||||||||
| SUM-8710 | Stage 3 LS3 | 230/242 | 113 | 3 | .625/.605 | 3,500-7,000 rpm | 5 | 45 | 56 | 5 | 10 |
| The Summit Stage 3 LS3 cam is designed to be the biggest drop in cam that allows the heads to be milled slightly. This gives a bump to the overall torque curve. It has a strong steady lope and will out-horsepower any cam in its range. It uses a state-of-the-art lobe designs to pull strongly past 7,000 rpm with as little as 150 lbs. of seat pressure. | |||||||||||
| SUM-8711 | Stage 4 LS3 | 234/247 | 113.5 | 3.5 | .625/.605 | 3,750-7,000 rpm | 7 | 47 | 60 | 7 | 14 |
| The Summit Racing Stage 4 LS3 cam is designed for maximum acceleration across the gear ratio spread found in track vehicles. Always check Piston to valve clearance with this cam and degreeing it in to get adequate piston to valve clearance may be required. It has a strong lope and uses state-of-the-art cam lobe designs to pull strongly past 7,000 rpm with as little as 150 lbs. of seat pressure. | |||||||||||
| *IVC=Intake Valve Closing, IVO=Intake Valve Opening, EVC=Exhaust Valve Closing, EVO=Exhaust Valve Opening | |||||||||||
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Summit Racing Pro LS Turbo Camshaft
The Summit Racing Stage 2 turbo cam stands alone thanks to a totally unique design. The lobes are stable to 7,000+ RPM with .600 in. intake and .575 in. exhaust lift.
The exhaust lobes are a little less aggressive than the intake lobes. These less-aggressive lobes crack the exhaust valve open a little easier against high cylinder pressures, which takes stress off the valvetrain.
Because of higher turbine-inlet pressures seen on single turbo applications, overlap is reduced to prevent reversion.
Summit Racing Pro LS Turbo Cam, Gen. 3 & 4
| Part Number | Camshaft Description | Duration at .050" | Lobe Separation | Advance | Lift (1.7:1 Rocker) | Basic Operating Range | IVO* at .050" | IVC* at .050" | EVO* at .050" | EVC* at .050" | Overlap at .050" |
|---|---|---|---|---|---|---|---|---|---|---|---|
| SUM-8715 | Stage 1 LS Turbo | 222/233 | 115 | 3 | .600/.575 | 2,800-6,800 | -1 | 43 | 55 | -2 | -3 |
| The Summit Stage 1 Turbo cam is designed for single turbo applications and has a noticeable lope. It spools quickly and pulls hard through the mid-range and has good top-end. A 2500 rpm stall converter is recommended, but not required. | |||||||||||
| SUM-8706 | Stage 2 LS Turbo | 226/230 | 113 | 4 | .600/.575 | 3,000-7,000 rpm | 4 | 42 | 52 | -2 | 2 |
| The Summit Stage 2 Turbo cam is specifically developed for turbocharged applications. It will spool quickly and minimizes reversion caused by high turbine inlet pressures. It also works well as a high-lift version of the SUM-8714 Stage 4 truck cam. It has state-of-the-art lobe designs stable to well over 7,000 rpm with as little as 150 lbs. of seat pressure. | |||||||||||
| SUM-8716 | Stage 3 LS Turbo | 231/234 | 115 | 5 | .600/.575 | 3,000-7,000 rpm | 5 | 46 | 57 | -3 | 2 |
| The Summit Stage 3 Turbo cam has an unmistakable lope, yet is easily tuned. It makes excellent mid-range and top-end power. It spools quickly and it's designed to work well even with higher turbine inlet pressures found on single turbo applications. A 2800+ stall converter is recommended. | |||||||||||
| SUM-8717 | Stage 4 LS Turbo | 237/234 | 117 | 5 | .625/.600 | 3,500-7,200 rpm | 7 | 50 | 59 | -5 | 2 |
| The Summit Stage 4 Turbo cam is designed for built engines and serious power levels. This reverse split design is ideal for a single turbo applications with T4 hotside and full length performance exhaust system. A 3500+ stall converter is recommended. | |||||||||||
| *IVC=Intake Valve Closing, IVO=Intake Valve Opening, EVC=Exhaust Valve Closing, EVO=Exhaust Valve Opening | |||||||||||
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Summit Racing is testing these camshafts in practical, real-world engine builds. (Image/Summit Racing)
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Sample Stock LS Cam Comparisons
For a solid reference point, here are the specs for three of the most common stock LS camshafts: the LS1/LQ9, the LS3, and the LS7. Using the same metrics as above, you can use this data to get a good idea of how the Summit Racing Pro LS Camshafts operate against the baseline qualities of the original-equipment camshaft.
Stock GM LS Camshaft Specs
| Part Number | Camshaft Description | Duration at .050" | Lobe Separation | Advance | Lift (1.7:1 Rocker) | Basic Operating Range | IVO* at .050" | IVC* at .050" | EVO* at .050" | EVC* at .050" | Overlap at .050" |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 12561721 | Stock LS1/LQ9 | 196/201 | 116 | 1 | .467/.479 | Idle-5,500 rpm | -17 | 33 | 38 | -16 | -33 |
| 12623063 | Stock LS3 | 204/211 | 117 | -4 | .551/.525 | Idle-6,500 rpm | -19 | 43 | 39 | -8 | -27 |
| 12638426 | Stock LS7 | 210/230 | 120.5 | -3 | .593/.589 | Idle-7,000 rpm | -11 | 41 | 59 | -9 | -20 |
| *IVC=Intake Valve Closing, IVO=Intake Valve Opening, EVC=Exhaust Valve Closing, EVO=Exhaust Valve Opening | |||||||||||
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What Else You’ll Need to Run a Summit Racing Pro LS Cam
The great thing about the Pro LS cams is that they are designed to work with proven, off-the-shelf components.
- Trunnion kits (both bearing style and bushing style) have done a lot to increase durability. Summit Racing has LS1 and LS3 rockers that come assembled with their corresponding trunnion kits right out of the box. This saves the cost of a trunnion installation tool and it can save precious hours if you’re paying a shop to do the work.
- Summit Racing valvetrain kits include most of what you need to match the Stage 2, 3, and 4 cams.
- Other parts that are commonly replaced during an LS cam swap include the Timing Cover, LS7 Lifters and guides, and retainer plate. Timing Chain Dampers are a big plus to reduce chain whip and the chance of chain breakage. Although complete timing sets are available, many find the gears in good shape and just go with a LS2 chain.
- AFM lifters can fail periodically. When they do, performing a cam swap along with AFM and VVT delete kits is a smart move.
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To ensure you don’t have to wait on your cam, Summit Racing is keeping plenty of stock on-hand. (Image/Summit Racing)
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Understanding the Importance of Valve Timing Events
Cars and trucks have different requirements, and turbocharged engines live by another set of rules entirely.
Yet another difference is how a larger displacement engine will soak up a bigger cam and maintain a smoother idle. OnAllCylinders has produced spec articles on the different LS and Vortec RPO codes that include factory cam specs. For comparison’s sake, the 4.8 and 5.3 engines started with cams around 191 at .050″ while the 6.0s were closer to 196 at .050″. Automotive cams had a larger range. From as small as 196 at .050″ in a 5.7L LS1 up to 210 at .050″ with the 7.0L LS7. We’ve included this information in the tables above to illustrate the differences.
Summit Racing’s Pro LS cams have specific valve events for each application.
In order of importance, let’s look at the four valve timing events.
- Intake closing. This takes advantage of intake and exhaust manifold tuning and velocity. The truck cams close as early as 33 (SUM-8718) after bottom dead center (ABDC) and range up to 41 ABDC. (SUM-8714). This will increase low end torque. The Stage 3 (SUM-8708) and Stage 4 (SUM-8709) cams for cars close between 45 and 50 degrees for more top end.
- Intake opening. Opening earlier increases airflow on the downstroke, but the downside is reversion. Notice the Stage 1 cam (SUM-8712) and Stage 2 Truck cam (SUM-8701) open the intake valve after top dead center (TDC) for a smoother idle. The earlier we open the intake valve before TDC, the rougher the idle gets. The biggest cams (SUM-8709 and SUM-8711) open at 7 before top dead center (BTDC), which is about as early as possible without having to flycut pistons. This being said, valve drop varies between cylinder heads and you always need to verify piston-to-valve clearance.
- Exhaust closing. The truck cams close before TDC to maximize part-throttle efficiency. The Stage 2 Turbo Cam (SUM-8706) does to, but for different reasons. It prevents high backpressure between the exhaust port and the turbo from flooding back into the cylinder on the intake stroke. The larger automotive cams close as late as 7 after top dead center (ATDC) because they typically run at higher rpm, with headers and a free-flowing exhaust.
- Exhaust opening. The larger automotive cams open closer to 60 degrees BTDC. At high rpm, we have less time to exhaust the gasses so we open the valve sooner. This relieves pressure that works against crank rotation on at BDC on the exhaust stroke. The truck cams open between 42 and 51 degrees for better part-throttle efficiency. These cams maximize the time cylinder pressure is pushing on the piston before the exhaust stroke occurs.
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[…] Racing has its own line of Pro LS Camshafts designed specifically for GM/Chevy LS and Vortec […]
The lack of actual spring requirements for these cams is frustrating. You show two different LS spring kits, one Beehive, one dual spring. Are PAC 1218’s or Comp 26918-16’s enough for the Stage 3 Automotive cam? Having just bought this cam I’d like to know before I install it.
Congratulations on your purchase. Summit Racing uses a few factors to determine the spring kit required. Solid Stem vs. Hollow Stem, Factory vs. Roller rocker, stock top end vs. Heads/Intake are a few examples that change the recommendation. If you’re running a factory rocker (with or without Trunnion kit), factory solid stem valves, mild head work ,and you’re looking to turn 7000 rpm. The Pac-1218 has 130 at the seat and 318 open and would be a little on the light side. You could shim a set of Comp 26918-16’s to a 1.750 installed height. This would net 143 lbs. at the seat and 367 lbs. open and would work well. Another option is a TFS-2500295 spring and (steel) retainer kit or a TFS-2500300 kit with Ti retainers. These hit 150 at the seat and 420 open without any shimming.
I just ordered the Summit stage 3 turbo cam for my 5.3, will comp cams 26918 springs work or will they have to be shimed? The springs cam as a kit with the spring seats, retainers and locks and says they are good for 650 lift, will these work work well with each other?
Chris, congratulations on your purchase. The Pro LS Stage 3 cam will work well with a set of shimmed Comp CCA-26918 springs. At the standard LS 1.800 installed height, they are 125lbs at the seat and 367 at .600 with coil bind at 1.100. With a rate of 372 lbs. per inch and .050 shims, you would be at 143lbs at 1.750 (seat) and 385lbs. open and .050 out of coil bind. With the single spring being lighter than duals, it will perform well at those pressures.
I have a 2007 LWB 4.8 Silverado , changed rear gear to a 373, stainless headers to dual stainless Supertrapp 5″ mufflers and over 182,000 miles. Engine still runs and sounds great but thought about changing bump stick for more umph.I reprogrammed the computer & trans. Don’t know what top end is past 125mph. Very stable and solid truck. All parts have come from Summit and only will use Summit Racing. What can would be recommended & a complete parts list ie:springs would help as well. Thanks guys !
Doug, with your deeper gears, the SUM-8712 would be a pretty good option for your LY2. There is a .550 lift version of that coming out in the coming weeks, so stay tuned. The part number will be SUM-8719. Depending on where you set idle speed, you’ll hear just a bit of a lope. The cam will definitely pull hard up top, so you may find yourself increasing your rev limiter a bit. It’s a good idea to replace your lifters and trays at this point with Summit Racing’s LS7 spec lifters. You will need a 4-pole 3-bolt upper gear part number NAL-12586481.
Summit Racing offers a .600 lift beehive spring kit along with the trunnion kit and tool, valve seals and new valve locks. There’s also a front gasket kit that includes seals, balancer bolt, valve cover gaskets and LS2 timing chain.
A set of 2004+ head bolts
Exhaust gasket and bolt kit
Trick Flow pushrods
The timing chain tensioner should be replaced with a wedge style damper.
And lastly a pair of Fel-Pro head gaskets should round things out.
Looking for a mild grind cam for A 1962 , 261 cu Inch straight six . Any help here ?
Hello Erick, give Summit Racing a call (330-630-0240) and ask for a Howards 179991 camshaft and tell them your combination. This is the part number for a custom grind that can be done to the needed specs. You’ll also want a Cloyes timing gear set and COMP CCA-2900-1 lifters.
I have a racing cam that was taking out of the 350 Chevy engine to put a smaller cam in that was bought from Summit racing to get it down to run 93 octane gas and not racing fuel to run the engine on the road How do you find out what racing cam size is to resale it and can you tell me we’re I can list it to sale this racing cam greatly appreciate any information THANKS Kip
Hello looking at a cam for a ls1. 1999 transam auto. Sum-8713 or 14 caught my eye. Have 243 heads with the 2004 yellow zo6 springs. Lift seems right. Car had 323 rear, long tubes and slp lid. Which cam u recommend . Thanks
Looking for stage2 truck Cam .for G.M2004 engine from a taho.puting motor in 2000 chevyZ71 4wd.need cam # & cam bearings with lifters.
& do i need a tune for it to work or can I get a super chip to plug in & go?
Hello,
I just recently came across your website during my research and I’m very impressed with the look and content. Thanks for putting this together.
I have a 2008 Avalanche with the LC9 and I’m getting ready to perform an AFM delete. Anyway, I’ve narrowed it down to two cams but I’m still a little unclear about the vavle opening and closing numbers. Which of these two would you recommend? The stock LS2 12593206 or Summit’s SUM-8719.
RICHARD
[…] can learn more about the Pro LS cams in our earlier article, they are a complete lineup of automotive, truck swap, Turbo and single plane cams that are […]
[…] can learn more about the Pro LS cams in our earlier article, they are a complete lineup of automotive, truck swap, Turbo and single plane cams that are […]
[…] degrees duration @ .050 and .600/.600-inch lift with a 113+3 LSA. You can read all about them here. Summit Racing really did their homework with these grinds. Each specific valve event is timed for […]
Hi Brian,
My current motor is a ls2 with gen 1 7875 (t4) .96 ar turbo on 227/231 on 111lsa +2. That’s 7deg overlap. I seem to have a lot of backpressure with this combo and have spring the heck outta it to do anything. At higher rpm it’s definitely loosing steam.
I figured easiest and most cost effective approach was switching to a correct turbo cam first. Given the setup above and backpressure which of the summit turbo grinds would you recommend?
Love all the in depth and detailed information given for each cam something that most other cam manufacturers do not do my LS2 with CNC ported LS3 heads has been together now since 2008 it has a Crane hydraulic roller in it that l am more than happy with now for over 11 years but l didn’t pick the cam when l had Scoggin Dickey parts center tech pick it when crate engine was ordered after telling him exactly what l was looking to do with the car for the very reason of not enough information for the average guy to make the absolute right choice when people who know there stuff and are honest and helpful help you chose the right one for your application most of the time it works out very well duration on my cam is 226 intake 236 exhaust it has 600 lift it pulls very very strong from 3000 rpm to 7200 rpm rev limiter and never tappers or falls off and don’t look at just peak power numbers can be deceiving look at horsepower and torque throughout your entire power band minus anything under transmission converter stall because when racing it won’t be spending much time under the rpm of the stall converter my setup has a lockup 3000 stall converter with a built 700r4 with 4:10 rear ended gears makes it very streetable even while highway cruising at 75 mph at 2700-2800 rpm with the transmission lockup engaged any ways good job with information given thumbs up
Just received a SUM-8710 camshaft and was wondering how much degrees of timing should I ran as well as would it work fine on a carb set up engine
Have 2004Ls1 with350turbo trans. Have325 hp. stock motor.Two barrel carb. Need 500hp. This is mudbogger running on 225ft track. What do you think we need for cam and lifters.
Have 2004Ls1 with350turbo trans. Have325 hp. stock motor.Two barrel carb. Need 500hp. This is mudbogger running on 225ft track. What do you think we need for cam and lifters.3200 stall torque
I have recently swapped a 6L LY6 into a 4800lb SUV and in doing my research I’m having a hard time nailing down which VVT cam I should be going with. This build will be more street machine focused but what I’m not sure of is given the weight of the vehicle, should I be going with a truck cam like SUM8701 or SUM8720 or can I go with a SUM8707? As I mentioned before, I want to keep the VVT system in place. Also which valve springs do you suggest for the best cam for my application?
Thanks for your help with this.
What did you end up doing here? In the same situation right now. Cleaning up/rebuilding a L96 for my C10 – and WANT TO KEEP VVT.
Will the 8707 can work with my pac springs
Dual springs
Closed spring pressure 160lbs @ 1.810” installed height
Open spring pressure 415lbs @ .660” lift
Maximum spring lift .660”
Coil bind 1.015”
Been a customer since 1980s I’m now building a car for myself (finally) 53 studebaker with a custom chassis I have a 6.0 2006 gto LS 2 with low mileage (6 speed transmission) I’d like to get around 500 hp with out head work if possible which can should I be looking for thanks
Looking at a SUM-8713R1 cam 2003 LM7, have the LS2 chain and LS7 lifters, do I need anything else besides a converter, I do tow 8k lbs sometimes
Thank you for your question.
…
SUM-8713R1 is a great cam for mid-range and high rpm; but it’s not the best for towing, nor will it offer good gas mileage when towing.
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Big Torkinator SUM-8728R1 is a great balance of low RPM torque and high end power and will accelerate your truck well, if it hooks decently. It also was developed with an eye on fuel mileage.
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Many people looking for an “all-arounder” but need a “drop-in” solution choose SUM-8718R1.
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The newest cam for pure towing applications is SUM-8727R1. It was developed around inexpensive SUM-174002 LS6 valve springs and gives the 4.8L a fighting chance against larger cubic inch engines. It out torques anything on the market at low rpm displacement to displacement.