How about these cam specs

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05-09-2010, 10:33 PM
oleshifty

How about these cam specs

Looking at this cam from VHP

DUR @ .004" 272*/280*
DUR @ .050" 210*/218*
LIFT .551/.551
OVERLAP 46*
LSA 116* "ULTRA TORQUE"

POWER RANGE 1500 TO 5800

How noticeable would this be over a stock 5.3 cam (does anyone have stock cam specs...i can't find them)?

The MAIN goal of the truck is to get the best fuel mileage possible at about 70mph (truck is mostly driven on highway) but I have a heavy foot, and occasionally pull a small boat. With the current gears, the truck RARELY sees above 2500rpm. I want the truck to be faster, but am mainly looking for more "passing power" on the highway. As of now, it needs to drop into 2nd gear to get out of it's own way. The top end on the truck is amazing, but it is a real dog below 3000rpm. I may mess around on the street every now and then, but it will never see a track.

With the cam, it will be getting a set of heads (mildly ported/polished set of 243's or equivalent)....some LTs...injectors...a tune
05-09-2010, 11:01 PM
Botlfed

191/190 .466/.457 114
05-09-2010, 11:05 PM
oleshifty

So it's a decent difference...THANKS

i'd hate to spend the money and not notice anything
05-09-2010, 11:11 PM
Z'06

That should be a great cam for a 5.3L and would let you even get away with running a stock torque converter (I'd probably want to match it with a Circle D 278mm upgraded Trailblazer converter at some point; possibly the 2600-2800 for what you are describing). Some PAC 1218 springs would be perfect, although you could possibly still get away with yellow LS6 springs.

Stock cam for the 5.3L is 191/190-.466/.457-114 according to this thread. What's interesting is a guy in that thread (Thunder550) says he used to run that same cam (same specs anyway; possibly Vinci).

That cam with stock heads wouldn't be too noticeable if you weren't listening for a cam (most would think it's your LTs/cats/mufflers changing the tone), but once you add the 243 heads into the mix, you might change the acoustics a bit.
05-09-2010, 11:24 PM
oleshifty

My exhaust is dumped right after factory cats now...I'm going to probably have to throw a muffler on it now :(

Noticeable as in SOUND or power? I can think of better places to spend the 600 if it won't help power.

PAC 1218 springs? Where can I get those? I've heard a lot of talk about comp 918s.... VHP recommended a set of double HD springs (set was $320)...think I'll pass on THAT.
05-09-2010, 11:44 PM
TXsilverado

i would drop the LSA down some if it were my truck, but i'm not sure what you are looking for.
05-09-2010, 11:48 PM
oleshifty

I was also looking at a

DUR @ .004" 272*/280*
DUR @ .050" 210*/218*
LIFT .551 / .551
OVERLAP 48*
LSA 114*

Basically same cam, less LSA, but he recommended the first one I posted for my application (main difference I see is a 200 RPM drop and little smoother idle)
05-10-2010, 12:05 AM
Z'06

Quote:

Originally Posted by oleshifty

Noticeable as in SOUND or power? I can think of better places to spend the 600 if it won't help power.

PAC 1218 springs? Where can I get those? I've heard a lot of talk about comp 918s.... VHP recommended a set of double HD springs (set was $320)...think I'll pass on THAT.

Definitely noticeable as terms of power, but not noticeable in terms of sound with the 116LSA.

Get the PAC 1218 springs here. Comp 918 used to be relabeled PAC 1218 springs (i.e., PAC was Comp's supplier), but then Comp switched production and there were some issues with broken springs from the new production batches. Some say the issues are still occurring. Lots of threads on PT.net discussing this. Anything more (including double springs) would be over-springing and putting unneeded stress on your valvetrain.

I'd get a lower LSA on your lifted truck to help bring the power curve down a bit, especially given that you don't tend to exceed 2500 RPMs stock. If you think a 112 would be too choppy soundwise, the 114 should do the trick for being more aggressive than stock, but not as head-turning as 112.
05-10-2010, 12:18 AM
oleshifty

ya, my gears are going in next week, going to wait to place the order on the cam to see what the NEW rpm range is. i know it will be higher, not sure how much. 75mph is about 16-1800 rpm now...it should be closer to 2500-2800 with gear.
05-10-2010, 12:20 AM
oleshifty

Are new retainers needed with the springs? I noticed some kits have them, some don't.
05-10-2010, 12:22 AM
pl4yboy

I cant believe no one has said anything about your gears... 3.73s with 36" tall tires? No wonder the thing is a dog. Hell, a light headwind would bog that bitch down.
05-10-2010, 12:38 AM
TXsilverado

true, get a 4.56 in there with that big of a tire.

the idle difference between a 116 and 114 would be little to none with durations that small. i would step it down to a 112 or 113 to put the power lower. with a good tune, drivability will be as good as stock.
05-10-2010, 12:45 AM
oleshifty

4.56 is ordered...goes in next week.

Sad part, I raced my buddies 04 gmc with a 5.3 and exhaust (no tune/intake) I had him by 1/2 a car off the line til about 30, then i pulled about 2 cars on him, until about 60, when i pulled another car or so, and we let off.
05-10-2010, 12:52 AM
Z'06

Quote:

Originally Posted by oleshifty

Are new retainers needed with the springs? I noticed some kits have them, some don't.

Nope. Just get some hardened pushrods.
05-10-2010, 03:50 PM
oleshifty

I'm slightly curious what LSA does for a cam....I always thought it was about lift and duration
05-10-2010, 06:27 PM
Z'06

Quote:

Originally Posted by oleshifty

I'm slightly curious what LSA does for a cam....I always thought it was about lift and duration

LSA shifts the curve of the power band. All else equal, a cam with a lower (tighter) LSA falls off sooner in higher RPMs (in other words, it is peakier) than the otherwise identical cam with a higher (wider) LSA. A lower LSA can provide more power earlier in the RPM range. Scroll down to the discussion of LSA on this link.
05-10-2010, 09:08 PM
oleshifty

Was looking at texas speed...found these two cams (cam/pushrods/pac springs are about $100 cheaper with texas speed then with VHP)

Texas Speed 220/220 .581/.581 LSA 112*

Texas Speed 224/224 .581/.581 LSA 112*

Either of these look better then the 210/218 .551 / .551 LSA 114* I posted earlier?
05-10-2010, 11:54 PM
Z'06

Quote:

Originally Posted by oleshifty

Was looking at texas speed...found these two cams (cam/pushrods/pac springs are about $100 cheaper with texas speed then with VHP)

Texas Speed 220/220 .581/.581 LSA 112*

Texas Speed 224/224 .581/.581 LSA 112*

Either of these look better then the 210/218 .551 / .551 LSA 114* I posted earlier?

Between the two, the TSP220-112 would be all I would want on a daily driver, heavy, lifted 5.3L truck. The TSP220-112 is a more aggressive version of the tried and true TR220-112 (Thunder Racing) I'm installing in mine, and the TSP's higher lift will take better advantage of the ported heads you are planning to run, whereas the stock heads supposedly don't benefit much from cams north of .550. I'd strongly consider the TR224-112 or TSP224-112 for a 6.0L.

These TSP cams just shift the power band up to where the stock stall is no longer relevant. Whereas you could get away with keeping your stock stall with the 210/218 .551/.551 114, you would want to look at a 3K+ stall for the 220 and more like a 3600+ stall for the 224. Shift it too high and you will lose some of the bottom end off-the-line torque our heavy trucks need.
05-11-2010, 12:01 AM
oleshifty

hmm ok. So sticking with VHP cam then. I DO NOT want a hi stall in the truck. Have had them before, make way to much noise, waste too much gas, unless it is purely a race truck...I don't see the point.

my buddy has a 11 sec N/A z28 with a 3k stall, that thing is SO annoying to drive, unless you're WOT, then it's 'i just came'
05-11-2010, 12:13 AM
oleshifty

if I go with the VHP cam., pac 1218s...what pushrods would be recommended? (i need stock length with that cam)...VHP sells them for 130 for the set. Figured i'd shop around before buying those

He also recommended the dual spring setup over a single spring incase one breaks, there is some backup instead of destroying the motor. I don't think that'll really be an issue with the way this motor is used.
05-12-2010, 12:33 AM
fubutx

Quote:

Originally Posted by oleshifty

if I go with the VHP cam., pac 1218s...what pushrods would be recommended? (i need stock length with that cam)...VHP sells them for 130 for the set. Figured i'd shop around before buying those

He also recommended the dual spring setup over a single spring incase one breaks, there is some backup instead of destroying the motor. I don't think that'll really be an issue with the way this motor is used.

that vinci dude all ways wants to see you those springs he offers, just go with the the pac 1218. they are good for .600 lift anyways.

for push rods im running this right here, they are 6.25 each. so you spend 100 on all 16

Manley Performance Parts 25735 - 7.400 Stock Length LS1 Manley Pushrods | SDParts - 1-800-456-0211

the cam i got from him was:
DUR @ .004" 276*/ 284*
DUR @ .050" 208*/ 216*
LIFT .530 / .530
OVERLAP 42*
LSA 113*
05-12-2010, 01:02 AM
oleshifty

thanks!

Any complaints?
05-12-2010, 01:12 AM
fubutx

Quote:

Originally Posted by oleshifty

thanks!

Any complaints?

Nope I'm a happy camper:chevy:

and I run my truck like a bat out of hell, no issues. I do a lot of hwy driving also
05-12-2010, 01:15 AM
fubutx

Quote:

Originally Posted by oleshifty

thanks!

Any complaints?

Nope I'm a happy camper:chevy:

and I run my truck like a bat out of hell, no issues. I do a lot of hwy driving also and aways