i just watched one of circusboy's videos (badass truck btw), and i love the way his cam sounds.

From what i can tell, its a FMS Cam FM-5 112 +4

What i want to know is, would a stock TQ converter work with this cam temporarily while I save up for a Yank TT3000, Vigilante 3000/3200 or even a TBSS converter?

Also, who makes a good cam with those specs? and prices?


I'm gonna go poke around on Summit and Jegs for awhile and see what I can find.

 

Your going to want a bigger stall than a 3000 for that cam. IMO

Any cam is going to be around $400.

 

i woudn't run that cam with anything less than a 3600 stall IMO.

 

ouch, maybe that cam is a little more than im wanting then.

Would a 220/220 112lsa still have that lope to it?
From what ive read, just about anything on a 112lsa is gonna lope pretty good.

I was gonna go with a ls6 cam and springs, but i want it to actually sound like i have a cam

 

the 220/220-112 sounds bad ***, look up bluecajun his truck has that cam and it sounds superb

 

I don't get it. I'm still fairly new to the LSx engines and I don't understand how a 220* cam on a 112LSA requires such a big stall. The last Gen II SBC I built was running a 244*/.501" cam on a 110LSA and I got by with a 2800 stall for quite a while.

 

it also has to do with the amount of lift right? cuz the TR 220 is rated at .551

 

Well, peak lift shouldn't matter. The duration is how many degrees of rotation the valve is open from .050 of lift until closed, peak lift shouldn't be a factor in play here. LSA is just the spread between ICLs, it should be a universal measurement irregardless of peak lift or type of cam. Lift is a measurement from the cam outwards. Duration and LCA are measurements regarding around the cam in a circle. I'm by no means a cam expert, but I have played with and researched a lot of cams for Gen II engines, I just don't understand how they can have such an adverse affect on driveability over a regular carbed engine. Unless it has something to do with the way the computer views the engine processes.

 

To me, a cam with 220* duration on a 112 LSA is a small cam, like an RV cam, but it seems as though these engines view that a little differently than the predecessor engines. I never even began to think a cam started getting "big" until you got into the 235* area.

 

Sure, you can put any cam in and still use the stock converter. Just be ready for a lazy bottom end. 5.3s are smaller in displacement than the GenII (Assuming LT1 and LT4) that you are used to, and therefore produce less lowend torque right from the start. A stock 5.3 has a torque peak around 4500 rpm. Start throwing 224/228 duration cams in and you're going to lose a lot of lowend and raise your torque peak even higher, which is why people are recommending 3600 rpm stall speeds with this cam, espcially in an extended cab.

A 220 duration cam is a good mid duration cam for a 5.3. Definately not "RV" cam material. If you just love the sound, maybe look for something "3/4 race".