hirdlej

iTrader: (31)

As the old addage goes, "you can't have your cake and eat it too", I believe this to be FALSE when choosing a camshaft for my new engine build. As I don't and never will have the money build a 402 stroker, I had to settle with a 6.0L LQ4. I am going to be using the complete 6.0L longblock, unmolsted and completely stock with the exception of a cam and valvetrain upgrade. This has been a horrible process calling multiple vendors trying to get sensible input on an intelligent camshaft selection. (keyword: INTELLIGENT Multiple sponsors of this board, who I won't name,either never pick up the phone, return a phonecall, return an email or are extremly grumpy when you call won't be getting my business. Now cutting to the chase, I have an '04 RCSB 2wd truck with a 5 speed man trans and 3.73 gears. Currently I have a custom single in single out magnaflow catback with that goes from 3" into a 3.5" tip. I would like to retain most of all my exhaust system but if needed I will upgrade to long tube headers. What I am looking to attain is a truck that not only looks completely stock but sounds like another "stock" truck with a catback system on it. When I hit the gas, I want the 6.0 to violently explode with buttloads of torque and pull to 6K where I don't care if it peters off after that. I've had a few cams in mind but everyone always talks down about them. Some I can't even find info on, or some are ground on such a tight lobe separation angle they sound bigger than they are and I'm concerned they will interfere with low-end idling driveability in rush hour traffic. If the camshaft will buck or cause some kind of chassis vibration I will be pissed. There's no reason with todays technology that you cannot have a nice camshaft that works great and still have smooth driveability. Here's a few cams I had in mind.

The Vinci 062


DUR @ .004" 272*/280*
DUR @ .050" 210*/218*
LIFT .551 / .551
OVERLAP 52*
LSA 112*

This cam looks good on paper until you look at the LSA, listening to the soundclip I don't know if this will be too aggressive for a straight stick truck.

The MTI Stealth 1 cam

Stealth 1 220/220@.050 .581/.581 with a 115 LSA

I cannot find any info on this cam in a 6L or what kind of numbers this will put down. Also, will this be too big for manifolds? Will the truck intake support a cam this big up to 6K rpm's?

TEA or (Total Engine Airflow) as you all know them sells Trick Flow camshafts. These cams are a steal as they are only $269 a piece.

Product Line: Trick Flow Track Max Camshafts for GM LSX
Basic Operating RPM Range: 2,000-6,000
Intake Duration at 050 inch Lift: 216
Exhaust Duration at 050 inch Lift: 220
Duration at 050 inch Lift: 216 int./220 exh.
Advertised Intake Duration: 330
Advertised Exhaust Duration: 330
Advertised Duration: 330 int./330 exh.
Valve Lift with Factory Rocker Arm Ratio: 0.560 int./0.560 exh. lift

Then there's the infamous COMP XR265HR

212 218 .558 .563 115°

People talk more crap about this cam as it is too small, but time and time again I run it through desktop dyno along side with the Vinci 062 cam and the vinci flat out has the most average torque out of all the camshafts listed above. But then again, how accurate is desktop dyno?

And then last but not least, the last cam I'm looking at is from TPIS

ZL-11 Camshaft:
Intake Exhaust
Duration at .050 215 220
Gross Lift .559 .557
Lobe Separation 112

When all these cams are punched into desktop dyno. It's amazing how close they all come to eachother. The vinci still has them all beat about 8-10 ft lbs through the whole rpm range until 5K RPM's then the Comp is the winner above 5K for most horsepower.

Out of the camshafts listed, which in your opinion is going to provide flattest torque curve, along with stock like idle and longest valvetrain life? This has been a grueling process so far as you get conflicting information when calling the same vendor back twice. One guy recommends one cam and the next guy recommends a cam 2 sizes bigger.

brent1976

iTrader: (1)

My cam is the Comp one with 114* LSA in my 6.0l, and besides it being louder because of the lts, it sounds pretty stock to me, no real lope to speak of. The only real difference I can tell is valvetrain noise, but I think that is from the heads.

I've been trying to get a clip to put on here, but can't ever end up with a decent camera. I'll try to get one this weekend, and post it for you.

moregrip

iTrader: (8)

a while back TurboBerserker spec's out a 220/224 .581/.581 on a 115lsa straight up that was very streetable

ap2002

iTrader: (8)

my friend used to have that MTI stealth cam 220/220, his truck ran damn good, and it was a crewcab, very very drivable too, I think for a 6.0 the 212/218 is too small, I would stick with that MTI cam, only thing is that its only going to have very little lope...

02Denali6L

iTrader: (1)

I would go with LT headers and the Stealth 1 220/220@.050 .581/.581 with a 115 LSA. The 115 will give you no idle or bucking problems. A little advance in the cam will help DCR.

I plan on an XER lobed 222/220 on a 110ish. The 9.5 CR of the LQ4 needs a little help to get the dynamic CR up. My LQ4 originally has the 317 Aluminum heads, not iron ones though.
The TR220 on a 112LSA would be my off the shelf pick, you might have to idle at
~750rpm to not hear lope. My 2 Cents.

-Scott

hirdlej

iTrader: (31)

Brent, that would be awesome. If you can't get it posted or even if it sounds crappy please email it to me anyways. I will PM you my email addy.

hirdlej

iTrader: (31)

Did your friend ever run his truck at the track or do any dyno time? Curious as to what numbers a guy could expect running a stealth cam.

hirdlej

iTrader: (31)

Am I doing something wrong here? Using the cam specs from Vinci and from MTI, All variables the same, the Vinci and Comp cams outperform the MTI cam (on the computer). Should I be even using this as a tool? Take a look for yourselves




Looking at the dyno legend you'll see which powerband is which. The one titled 364.dyn is the MTI cam.