6.0 build and tranny questions

[ff_jeff]

I did.

What were the specs?

[txarkitekt]

...212/218 .559/.551 116 LSA...

What were the specs?

Look in my original post in this thread AND in the post you quoted of me.

When they educated you down there in South Texas , they forget to teach you how to read????

[ff_jeff]

Look in my original post in this thread AND in the post you quoted of me.

When they educated you down there in South Texas , they forget to teach you how to read????

Im edjumakadid. And I read your numbers. But why did you pick them? They just seemed random. Hince why I asked you again. is there a method that you used? Do you have a calculator? You think with heads and a fast intake those numbers would be best?
Im just curious on how you picked those numbers. Because The only way I know how is to look at dyno numbers and setups other people have. Havent seen any setups like his.

[txarkitekt]

Im edjumakadid. And I read your numbers. But why did you pick them? They just seemed random. Hince why I asked you again. is there a method that you used? Do you have a calculator? You think with heads and a fast intake those numbers would be best?
Im just curious on how you picked those numbers. Because The only way I know how is to look at dyno numbers and setups other people have. Havent seen any setups like his.

LOL...just messing Jeff. The numbers I picked are FAR from random and getting specs on a cam is not something to be used by a calculator.

You have to consider all of the contributing factors:
--motor type, size, etc
--head type, size, etc
--intake type, size, etc
--exhaust type, size, etc
--bolton types, sizes, etc
--driver's goals and wants for power

This guy wants low end power from a decently rebuilt/refreshed 6.0L and by using the stock converter. He has a lead on the intake side of things with his CAI, 90mm TB, the fantastic LSXRT intake manifold, and Stage 2.5 317 heads. He is decent with the exhaust by having the shorty headers which allow for better power in the low and mid RPM range. If he gets the LQ9 pistons, that will help even more.

By knowing these motors and the mods, 212/218 .559/.551 116 LSA is the cam I thought would work well for his truck and his goals.

I could type for hours on the methods I used to debate this argument, so I will save it for another time. If you really wanna know, call me!

[ff_jeff]

Nah man. The reason I told him to go with Patrick G is because he is the only person I know that has a formula for picking a camshaft. And its proven. I pick cams the same way you do. Educated guess. And thats how most people do it. (lawn darts) Yes I take in consideration all those other things as well. And from what I have read, and learned, my guess for his need would be
something in the area of 226/222 .605/.600 with a 112lsa. Or if he wanted a sleeper cam a 215/230 .601/.580 117 lsa. Both make power all over the band, the sleeper/ cheatr type cams would have better average hp. OP said he wanted to tow, he didnt say he wanted low end though, and keep a stock stall. You can tow with almost any size cam. And also with an aftermarket stall. Most say 3k rpms is about as much as you should go.
Not that your guess is wrong or mine isnt... but still a guess.

OP you should read and learn if you wanna pick it your self. *** Cam Guide *** - LS1TECH is a good read. Basic stuff.
But IMO for $25 a guy that has been proven to spec cams that make more power than OTS cams is a good deal.

[txarkitekt]

Nah man. The reason I told him to go with Patrick G is because he is the only person I know that has a formula for picking a camshaft. And its proven.

I have heard of Pat Guerra and I know he has spec'd out some very proven cams. He's been doing it a lot longer than I have and has thousands of satisfied customers. But has he figured out a mathematical formula for the LS type motors with the Stage 2.5 317s, LSXRT intake mani, 4.10 gears, a stock converter, and a 4L60e? Does he even have a theorem on how to calculate all of it using vehicle weight, wheelbase, and the 15 degree angle of the 317 valves that have been upgraded to a larger size? I highly doubt it. If there is, I would like to see it--not to steal his prized formula, just for him to prove its worth. I know that there is some truth in using mathematical formulas for finding PTV, ci, cc, etc, but not for a cam. Unless he has an entire library of flow numbers for every possibly conceived motor/head/intake combo, then there isn't a mathematical equation.

I pick cams the same way you do. Educated guess. And thats how most people do it. (lawn darts) Yes I take in consideration all those other things as well. And from what I have read, and learned, my guess for his need would be
something in the area of 226/222 .605/.600 with a 112lsa. Or if he wanted a sleeper cam a 215/230 .601/.580 117 lsa...

Not to rain on your parade, but your cam specs sound way out of the range for what this guy is wanting. 226/220 duration split; .605/.600 lift on a 112 LSA? Come on. Sure, the LSXRT can handle high amounts of an intake air charge, but .605/.600 lift at 112 LSA will put the powerband higher than where this guy wants it to be. You sound like you are spec'ing a cam for a fully bolted-on F-body with an M6. We are talking about a truck that weighs A LOT more and is running a stock verter on a 60e. Do you have any concept of when you need to have the valve events open and close to get a larger amount of air in so that the power is made at a lower rpm? Jeff, Jeff, Jeff. There is much more to spec'ing cams than seeing other cams that people laud about over the Interwebz.

I am not saying a 112 LSA is not in this guy's future (which would be sweet because it would sound nasty), but if you want a 112 LSA, you will need to have the ICL ground 2-3 degrees in advance over the LSA. And with that being said, the .60X lift numbers are also going to be out of the "equation." Then we need to talk about the lobe design on the intake AND exhaust side. In your cam specs--to get a .605 lift from 226 duration, you'd be looking at an LSL type cam lobe design which would have ramp rates to high and violent for what this guy needs. Sure, my cam specs are a little conservative to the "lawn dart" guy--but with the fact that he is running a 364ci motor with Stage 2.5 317s and the LSXRT intake with 90mm TB, that motor is going to make more out of that cam than, lets say, a stock-ish 5.3L would.

But yeah--spending the $25 on Pat G to spec something is not a bad option.

P.S. If it was MY truck, I'd go a little larger with a 222/232 .563/.572 113 +3 cam.

[skeet]

Damn Skeet thanks!!!!!!!!!

more than welcome



quote: I have heard of Pat Guerra and I know he has spec'd out some very proven cams. He's been doing it a lot longer than I have and has thousands of satisfied customers. But has he figured out a mathematical formula for the LS type motors with the Stage 2.5 317s, LSXRT intake mani, 4.10 gears, a stock converter, and a 4L60e? Does he even have a theorem on how to calculate all of it using vehicle weight, wheelbase, and the 15 degree angle of the 317 valves that have been upgraded to a larger size? I highly doubt it. If there is, I would like to see it--not to steal his prized formula, just for him to prove its worth. I know that there is some truth in using mathematical formulas for finding PTV, ci, cc, etc, but not for a cam. Unless he has an entire library of flow numbers for every possibly conceived motor/head/intake combo, then there isn't a mathematical equation.

unquote:

i hate to tell ya my friend but i gave him all this info when he spected my cam out,

every bit of info i could think of and some, from vechicle weight to hollow stem valves even the valve size, from the short block to the rearend

he will ask for it all..

even told me the cam he spected for me, once it was said and done, i would be limited on anything bigger and better cause of my bore size being only 4" cause of the l92 heads, but it was spected for the strip and street and he may have one more in mind for strictly strip, thus is why i mention sometimes about doing a cam change