L88 camshaft specs

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L88 camshaft specs

We recently highlighted The First Fuelies, a story which focused on the original fuel-injected small blocks. The big-block horsepower race was on, and few cars could touch a well-tuned and well-driven, big-block Corvette.

l88 camshaft specs

In fact, the big blocks were pretty much unstoppable. The romping rat motor quickly ascended to the top of the Corvette food chain, and like their fuel-injected, small-block brothers, the rat motor Vettes became legendary. The big difference in the L78 power ratings aside from the decal was the RPM at which the horsepower was rated: 6, rpm showed horsepower and 5, presented only ponies.

In the earlys, Bow Tie performance was in trouble. In fact, the big-block Chevy is the most common engine in drag racing today. Displacing cubic inches, the solid lifter L78 produced a whopping horsepower when it was first introduced in Corvette for only Later sticker-changes relegated the engine to only horsepower. With the dawn of the model year, a brand-spanking-new engine appeared on the option charts, completely replacing the Chevy offered it in several different variations, but most hardcore enthusiasts were fascinated by the L78; a powerhouse that displaced cubic inches and could develop as much as horsepower.

The L78 would go on to become the backbone of Chevrolet high-performance over the next five years. The HP was replaced by the in Corvette and passenger-car applications after one short year, however it continued in service until the end of the model year for other applications. In the single year of Corvette use, Chevrolet produced 2, examples. Introduced in the fall of as a engine RPO, the horsepower not only saw service in the Corvette; it was also used optionally, of course in full-size Chevys and in later years, Camaros and Chevelles.

The L72 saw service over four consecutive model years and was replaced by the LS6 Over time, the L72 passed through several developmental changes — which mandated a different option code.

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The L71 was a six-barreled carburetor version of the L72 and was only used in Corvettes. The L89 option added aluminum, closed-chamber cylinder heads to the L In this case, it was only available in Corvette applications although the L89 option was also available on select L78 engines. In Corvette applications, 5, were constructed early production Corvette L72 engines were rated at HP, later models say a rating ofbut there were no differences aside from the air cleaner decal.

Another 2, were constructed in the model year. Much lower L89 Corvette production totaled 16 ininand in In addition, the L72 was available in full-size Chevrolet models from to inclusively.

The numbers of over-the-counter crate engines are impossible to document, but we suspect many were produced and sold this way. Bottom line? The L88 — Photo: GM. When it comes to the L88, it all began in Some important folks at Chevrolet were not happy with the publicity of the Cobra.

Chevy L-88 427 Engine - Horsepower!

Not only had the small block snake run rings around the Corvette, the models were really rubbing salt in the wound. GM brass had recently and quickly pulled the plug on the Grand Sport Corvette effort and another flyweight Corvette was out of the question. The solution was simple, build a thumping, big-power engine and install it in the Corvette.

Several L88 Corvette prototypes were up and running well before the end of the model year.The story behind this L88 clone is much more than just a big-block Chevy fan fulfilling a youthful fantasy on the dyno. The L88 boasted a stout The team settled on a set of Ross pistons with 51cc domes and mated them to a refurbished L88 3. The L88 was officially rated at horsepower at 5, rpm SAE gross with peak torque of lb-ft at 4, rpm.

Note that the horsepower reading was taken at a noticeably low point in the power band, and those engines came with rather restrictive exhaust manifolds. As noted in the video description, the big-block cranked out horsepower at 6, rpm on Sunoco race gas, 2.

The main car had an L88 engine, which was beefed up with a tunnel ram manifold, while the other two sported crate engines. A lot of homework has gone into this project. We will safeguard your e-mail and only send content you request.

We promise not to use your email address for anything but exclusive updates from the Power Automedia Network. About Us Sponsors Advertising. Latest News. Engine Tech. More Stories.

Horsepower delivered to your inbox. Subscribe Now. We'll send you raw engine tech articles, news, features, and videos every week from EngineLabs. We think you might like EngineLabs Thank you for your subscription. No thanks. Late Model LS Vehicles. Drag Racing. Performance Driving.See all 20 photos. By virtue of some of the famed powerplants of the past, classic Chevrolets have maintained a mystique that has grown legendary.

Looking back, perhaps no engine combination was more responsible for the legendary status of Chevrolet muscle than the Mark IV big-block. The Chevy big-block was introduced to the public via the Corvette model line, initially as a cid powerplant ingrowing to cubes in The set the performance high watermark for a generation, and that storied past is relived today in the cult status of collectability these original vehicles retain.

There were many variations on the big-block theme, with the designation of the engine's RPO option codes making up the lexicon. Two versions of the debut in the Corvette lineup forwith the "mild" hydraulic-cammed The more serious powerplant in that year was the compression, Holley four-barrelequipped, horse L This engine featured Chevrolet's massive, high-flowing rectangular port heads, a solid lifter camshaft, and a bulletproof bottom end containing a forged crankshaft via a four-bolt main bottom end.

The raw performance of these big-blocks made a dramatic impact in the automotive world, and the Chevrolet big-block legend was born. Choices in big-blocks were expanded inwith three new "Tri Power" engines, adorned with an induction consisting of a trio of Holley two-barrel carbs. The milder hp L was based on the L engine, while the hp L71 otherwise shared specs with the L72 of the previous year.

Closing out the ranks of "Tri Power" s was the L89, which was essentially an L71 with aluminum versions of the large port rectangular heads. The top dog was the legendary, under-rated, hp L The L88 was designed as a racing powerplant, with a serious Forbig-block options were unchanged, but inan addition was made to the lineup, which constitutes the Holy Grail of factory big-blocks, the all-aluminum ZL1. Exotic it may be, but don't expect to find one sitting under a tarp, as factory production was little more than one-off.

Forthe replaced the as Chevrolet's premier big-block, putting an end to the period recognized by the mighty 's dominance.

Our subject is an original vintage hp L Corvette unit, the property of Corvette collector Rick Stoner, who values the historical significance of these special machines. Rick is the proprietor of Westech Performance Group, a dyno facility with enormous expertise in building extremely powerful big-block Chevys. However, Rick approached this buildup with defined clarity of the objectives.

The engine would be essentially stock to preserve the pedigree of this rare and classic Corvette. Rick's intent was to retain the original look, flavor, and feel of his classic big-block, and for him, this ruled out such ostentatious modifications as headers, aftermarket induction, or aftermarket high-flow aluminum heads.

Rick relates, "If I put on headers, a giant cam, trick heads, it's not anything like the cars were originally. If I did all that, why not just stroke and bore it then I might as well build an hp monster with an aftermarket block.

Rick's approach did, however, leave some flexibility in the selection of upgraded or modified components within the build, with the objectives of reliability, driveability, and yes, performance. To meet these goals, some changes to the pure stock combination were deemed acceptable.

As Rick puts it, "You're always going to be changing parts in a rebuild, and if a modern Competition Cams' version of the stock cam gives me a similar feel, sound, and vibe to the original, but with more power and rpm, I'll take that upgrade. The cam isn't making a permanent alteration to the engine, and it is pretty transparent when in there; it just works better.

If a better aftermarket Comp valvetrain will add engine reliability and performance, deal me in. I'll file fit and gap the rings for a better combustion seal than stock, I'll use modern forged pistons with coated skirts.

All this stuff was never done from the factory, but we're just optimizing the assembly, and making sensible upgrades where the original parts are going to have to be replaced in a rebuild, like in the pistons, rings, and cam. All of these changes add up to performance and reliability through higher quality in the build, instead of making big changes to the engine's original combination. While the subtle changes identified so far are aimed at performance and long-term reliability, there were other aspects of the build, where some of the factory specification was backed out in favor of improved utility and driveability in today's world.

The primary factor here is compression ratio.Due to shipper and supplier delays, your order may take longer to arrive. If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly. If you are an international customer and would like to change the currency that prices are displayed in, you can do so here.

l88 camshaft specs

Image is a representation of this item. Actual item may vary. Change Currency. Estimated International Date Check Fit. Brand: Chevrolet Performance. Manufacturer's Part Number: Part Type: Camshafts. Cam Style: Hydraulic roller tappet. Camshaft Gear Attachment: 1-bolt.

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Computer-Controlled Compatible: Yes. Valve Springs Required: No. Quantity: Sold individually. Notes: For use on applications wanting to delete displacement on demand or active fuel management. If you're looking for a cost-effective camshaft solution to delete that pesky DOD—Chevrolet Performance stock replacement non-DOD camshafts are just the thing!

l88 camshaft specs

Since these camshafts come as a single-bolt style, new timing gear won't be necessary. Just swap cams and additional DOD delete parts sold separately and you're ready to roll! A fairly stock truck shouldn't require dyno tuning; however, the DOD system must be disabled in ECU for proper functionality. It is advised to consult with your tuner for more information.

I have a Customer Service question order, shipping, returns, etc. I would like to ask other customers a question about this Product. The website I used for my information indicates this only works in the 5.

Hope this helps. The LSA is given as degrees. The specs are given in the attached image; INTo If you have the active fuel management AFMyou will have to change the lifters and trays. Summit Racing Verified Purchase. Was this review helpful? Yes No. If you feel that this review is inappropriate and should be removed from the site, report it to us by clicking the "Report Abuse" button below. Date: May 03, The L88 c.

The engine is most famously tied to the L88 Corvette from toand only L88 Corvettes were manufactured during those years.

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The L88 Corvette was designed to be race-ready right out of the showroom, with over horsepower, and its engine is now highly sought after. Identify the Corvette as an L Because of their value, many Corvettes from through have been falsely labeled as L88s, so comparing different engine codes is the only reliable way to identify the L88 Locate the engine ID number on the forward passenger side of the engine block on a machined pad by the front of the cylinder head and timing cover.

Remove the alternator if necessary to read the numbers. Decode the engine ID number. Chevrolet's coding system is easily deciphered and you will need to compare the number with a Chevrolet listing to determine the engine model.

The last two or three letters at the end of the code will identify the engine block, the first five digits represent manufacturing plant and date. Compare the last two or three letters of the Chevrolet engine ID to a code listing.

l88 camshaft specs

This listing is not definitive; confirm the code with the Chevy list. Remove the intake manifold. The date-code is located underneath the manifold and should read between and to be an L88 aluminum manifold.

Next, find the cylinder head casting number. It is located on the driver's side, stamped between the second to last two valves toward the windshield. According to Corvette Action Center, this code should read either or There may be other L88 casting numbers, so a Chevrolet casting number list should be consulted.

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This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information. To submit your questions or ideas, or to simply learn more about It Still Works, contact us. Step 1 Identify the Corvette as an L Step 2 Locate the engine ID number on the forward passenger side of the engine block on a machined pad by the front of the cylinder head and timing cover.

Step 3 Decode the engine ID number. Step 4 Compare the last two or three letters of the Chevrolet engine ID to a code listing. Tip By checking various main engine components, such as the block, intake manifold and cylinder heads, you will be able to positively identify the engine.

Many alterations have been made to muscle-car era engines, and comparing the numbers is necessary to make sure it all matches, especially with the L About the Author This article was written by the It Still Works team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.Due to several "mistakes" shown, please refer to all notes at the end of the table. Yes, Duke Williams says this is garbage.

But then, Duke hasn't given changes to make this right or put up one with the right information, so this is the best you have. Just remember, this is the published information from the times and not all is accurate. All hp ratings are Gross. All numbers are degrees unless a decimal and ending in ". Degree and minute numbers are shown as DEG:min such as is 32 deg 30 min. These are at zero lash, zero lift unless preceded by.

Any value in parenthesis is calculated. All lobe centers and distance between lobe centers are calculated. These are not advertised values. As such, they may be inaccurate due to lobe ramps ground non-symetrically. If mechanical, deduct lash from lift to get actual lift at Valve unless marked as.

Some discrepancies exist such as the L72 cam. When in doubt, both specifications are printed. Any value in a brace [ ] is a value that is also shown in another document. Differences may be due to removing the lash. Other discrepancies are in part numbers, some documents showing one, others another number. Some of this could be due to Chevrolet's changing of their numbering system through the years as part numbers are updated frequently. The L79 hp cam and the 68 L79 hp cam are shown the same in some documents and different in others.

In Corvette: Technically Speakingthe 68 cam is shown as two different values. Two part numbers are listed and so there may actually be two cams. The 68 cam shown may actually be a non-Corvette item. Chevy has released some more specifications on their cams with the.

How to Identify an L88 Chevy Engine

Their latest specs do not match completely with previous specs, so I do not know if they are different cams or if their means of measuring was that far off. Most early specs included more up ramp than down ramp and this leads to a non-symmetric profile and throws the calculated centers off. Use of this material is protected by the copyright laws of the United States of America. Corvette and Chevrolet are trademarks of the Chevrolet Corporation, Detroit, Michigan, and remain their property.

Horsepower rating.Part one will take a look back at the early L88 and ZL1 engines and compare them to the modern day ZZ In the coming months, part two will show how to build a modern day ZL1 using the aluminum block still available from Chevrolet Performance and aftermarket parts. Finally, part three will cover what goes into building a modern day ZZ using parts from Chevrolet Performance.

The pre-production L88 big-block was introduced in and was first seen in passenger cars in The L88 engine was introduced inand although it was only offered in production vehicles untilits legacy has carried on for decades.

Ultra Rare ZL1 and L88 Corvettes Started up at Roger's Corvette Center

Only the informed would have been impressed with a quick glance under the hood, however, each year brings about improvements, creating a legacy that has survived into modern times. The pistons were also forged. With the availability of high-octane leaded fuel, the compression ratio was higher than most street engines today.

Static compression was calculated at The increased compression allowed the relatively short stroke of the engine to produce plenty of torque. The L88 used the same solid lifter camshaft profile for all three years. Duration was advertised as degrees on the intake, while the exhaust breathed a bit longer at degrees. Lift at the valve was. The aggressive cam profile also required a third inner damper spring to control the valves at speeds up to 7, rpm. L88 Aluminum cylinder heads. Closed combustion chambers were used with the first generation of L88 heads, and chamber size poured out at Intake valves measured 2.

Intake ports were a rectangular shape, and exhaust ports were squared-off to match up with the exhaust manifold. Rectangular ports as used on the ZL1 and L88 heads are compared to oval ports used on trucks. Intake ports were reshaped, and material around the spark plug was removed, allowing for 30 percent more airflow. The pop-up piston was also reshaped with airflow in mind.

As a result of the cc open chamber and reduced piston volume, compression was lowered to However, the improved design still resulted in more power. The exhaust ports were also rounded to match tube headers, further extending its power capabilities.

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A dual-plane aluminum intake manifold was used, and the carburetor pad accepted a standard four-barrel Holley. The divided-plenum under the carburetor was milled down to create an open chamber on the high-rise intake. Inthe divider was trimmed down even further to accompany the better flowing cylinder heads. Chrome valve covers and natural finish heads offered a more stylish look. Only the intake manifold was left unpainted for the versions; the aluminum heads were covered in orange.

Chrome valve covers were installed inand Chevy left the bare aluminum finish of the heads unpainted, making the engine a bit more aesthetically pleasing. In order to compete in Production Class racing, the engine needed to be street legal from the factory.

However, all vehicles, starting inwere required to have a PCV system and a purified exhaust. The government also mandated the installation of a heater and defroster on all street cars, requiring a heater hose connection on the intake manifold. Nevertheless, big engines with big power dominated the s, forcing the second generation of Corvette to be built with this in mind.

The production of the aluminum head L88 in reduced the weight of the large displacement big-block to pounds overall, but there were still pounds to shave.

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