It tells your engine control unit (ECU), or simply “computer” how much air is entering the engine. The ECU uses that data to adjust the amount of fuel to deliver to ensure an optimal air/fuel ratio. Unfortunately, since they’re precision electronic devices, mass airflow sensors also have a reputation for being fragile.
The L8B also uses stop/start technology that will shut down the engine at traffic lights and during slow, stop-and-go traffic. The engine uses a BAS3 (Belt Alternator Starter) in place of an alternator. The BAS3 recharges the battery AND is used to restart the gas engine after it shuts down. Other than the alternator, both engines use the same major components.
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Like other LS engines, a cam swap is common. The LSA has a very small camshaft. Upgrading to a LS9 camshaft is worth about 30 hp, however, it won’t make more power until 4,800 rpm. It’s really only worth it if you plan on running at high rpm. Larger, aftermarket cams can add about 50 hp. Going as high as 0.630 in. of valve lift is also common. The table below gives some information on what to expect from different cams. (Note: We are assuming a standard blower, pulleys, and tune on pump gas.)
I would like to get about 350 hp out of the new engine and run in the 13s. Is this possible with my combination? Your crate 350 should be okay for use with a TPI system. We recommend checking the engine’s camshaft specifications. Most “computer-friendly” cam profiles are no bigger than 214-222 degrees duration at .050 and .450-.460 inches of lift with 112-116 degrees of lobe separation. If the cam in the new 350 is much over these figures, you should consider a different camshaft to ensure compatibility with the IROC’s computer.
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