What Cam do I need?
- Thread starter DaddyFerg
- Start date
212/218 is what I have in my 5.3. Gave me some good gains, runs fine with the stock converter, but I am looking into a tb stall now because there is a lag with the stock stall. But I did tons of research and chose that cam because it fit what I wanted. Lopes good depending on tuning, people know my trucks not stock, but it's not so choppy that it tries to die or has to be idled at 900 rpm like some of the fbody cams.
That being said, I chose to do my cam first and get something that would work with my stock truck. Now I'm looking for a stall and gears because it's still like driving a stock truck lol
You see here though, hes not using the same lobe design as the 212/218 comp cam.
Geoff owns EPS and has his own EPS lobe characteristics. Thats why he speced such a high lift, his cam lobes are very easy on the valve train they open and close the valve at a slower rate so generally his cams have more lift.
I have the truck torque level 3. 224/230 .607 6.09 111LSA
Do want bigger since i have a 4000 yank stall
Do want bigger since i have a 4000 yank stall
I was talking with Justin with Blackbear about possibly camming my 4.8L due to the low end slag due to the 3" headers on the ole 4.8L. He said he knows and would personally recommend a 212/218 or 216/220 cam with a 112 lsa. He informed me that it will have a ton more pickup and it isnt an extreme liek the basic off the shelf tr220 that most others run in 4.8/5.3s etc. So that will be my next mods hopefully. And talking about converters, he suggested ( all because I want to keep a tame performance truck, if that makes sense ) a stall no bigger than the 3200. Possibly something like the TB I6 or 2800-3000 stall offered by Circle D. I do believe when I step up and decide to do it, those will be my choices. Already have 410 gears/tru trac on the truck. Which helps. Those 323s on a crew SUCK.
TR is a old thunder racing cam, designed by Geoff. He left the buss and formed EPS. Problem is tr220 or the "tsp 220" uses same intake/exhaust durations and generally isnt perfect for our heads. Now your starting to see much more split durations for our truck heads flow differently from the intake and exhaust sides.
I have a friend from a TSP 220r with a 3000 stall, it does damn good and extremely DD able
James if you ever do get a cam in that 4.8 i highly recommend you going to Mike for a tune. Him being in nola local to you and one of the best tuners in the south your crazy not to. he traveled to new roads to tune peytons truck
would the reverse duration cams work well for us then? Saw something on PT.net about cams with more exhaust duration than intake working well
Not sure what your talking about "reverse"
However say like my cam 224/230 from what iv read the the reason there's more duration on the exhaust side is because of these cathedral port heads have a smaller bore and generally flow less on the exhaust side on all the castings.
at least thats my understanding of the reasoning behind it.
Im sure I am using the wrong terminology but thats what the thread was saying. More on the exhaust side
I was referring to a reverse split cam with more intake duration and lift than exhaust
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I think usually "reverse" is used when cam has more intake duration than exhaust. Does exist but pretty rare in the lsx world from what I've seen. I think some guys with roots style blowers use it or something but don't quote me on that.
And the big emphasis on increased exhaust duration and lift is generally more prominent on rect. port heads where the intake flows a significant amount more than exhaust.
This works great for cathedrals too but isn't near as extreme of a difference.
Just look up some heads and check the flow #'s at different amounts of lift.
And the big emphasis on increased exhaust duration and lift is generally more prominent on rect. port heads where the intake flows a significant amount more than exhaust.
This works great for cathedrals too but isn't near as extreme of a difference.
Just look up some heads and check the flow #'s at different amounts of lift.
Mine is a 224/230 .581/.592 112+4 and it daily drives fine with my 3200. I do have a Tcs s3 converter though and it's a single disk that holds like a triple disk so it's really streetable. I have the XER lobes though and they're more aggressive and open/close faster than others so it makes it seem like a bigger cam. Pat g speced a cam for my buddy and It was a 109 lsa iirc but I'll have to check the duration and lift on it.
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You'll most likely need injectors too. Add that to the list lol.
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I'm actually kind of doubting that, unless he goes big and pushes power band way up there.
I needed them on mine. Of course my cam is a little bigger but my stock 24lb injectors were at 120% duty cycle after the cam. I also have an lq9 though.
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haha totally hijacking this guys thread; was looking at the little comp 206/212 and the 212/214 for good low end. Also looked at the comp LSR cam that is 215/223 .604 .661 @ 112 LSA but some ls1 forum guys were saying that the lobe design beats the hell out of the rest of the valvetrain.
Honestly "low end" is overrated. Only people looking for that are typically people with stock converters or are too conservative and don't know what to expect so they go the shy route.
If you truly want low end you need to get a diesel or a big block.
These LS motors love to rev so let them do so and you will be rewarded.
If you truly want low end you need to get a diesel or a big block.
These LS motors love to rev so let them do so and you will be rewarded.