Flem

the 2002 LS-6 cam is the one to use not the 2001. from a duration standpoint the LS-6 is the best out there, just look at the .050" #'s 204/218 all of the aftermarket/comp, crane, etc. have over 204 degrees @.050 to get any lift. so they are going to give up more low end torque. The 2002 Ls-6 cam was used in the Reg. cab short box SS that was at SEMA w/ stock exhaust the truck was 400 hp/400lbft. I've driven this truck and it rips the 6-speed and 5-link are pretty bitchin also. Even in a 5.3 the ls-6 cams pick up torque on the stock from 3000 up.a 6.0 should pick up even earlier. anyway a stall would solve this issue in a 5.3. From a flow standpoint the LQ9 6.0 heads are almost as good as the Ls-6 heads w/ the ls-6's outflowing it from .425" up. the LQ9 out flow all the other heads in the lower lift #'s

Tom@SpeedInc

iTrader: (5)

That gain is from LS6 style heads used on the LQ9 and flat top pistons. The cam is exactly the same as all 6 litre motors 2001 to present.

The LS6 cams power range is 2000-6000 vs. 1200-5600 for a mild comp XE cam. Crane cams even makes a truck cam for our gen III trucks specifically but it seams very mild 200/200 500"/500".

Hit Man X

My cam experience is with one: 220/220 .528" 110lsa. The cam sounded great but the vac was so low that the brakes worked like manual ones and constantly had idle problems. The power was good and I shifted about 5800rpms usually. I did run a PI Stallion 2800rpm stall with it too.

The duration effects the powerband. Gigantic numbers like 232/240 will have a powerband that has huge RPM's for peak power. Also if the seperation of degrees is greater it seems to move the powerband up higher.

LSA is the lobe speration angle. The narrower the LSA the meaner a cam sounds yet has less vacuum. 114lsa will yield more vac at idle and limit surging problems. 112lsa will drop vac even more. My cam experience is with one: 220/220 .528" 110lsa. The cam sounded great but the vac was so low that the brakes worked like manual ones and constantly had idle problems. The power was good and I shifted about 5800rpms usually. I did run a PI Stallion 2800rpm stall with it too.

The duration effects the powerband. Gigantic numbers like 232/240 will have a powerband that has huge RPM's for peak power. Also if the seperation of degrees is greater it seems to move the powerband up higher.

LSA is the lobe speration angle. The narrower the LSA the meaner a cam sounds yet has less vacuum. 114lsa will yield more vac at idle and limit surging problems. 112lsa will drop vac even more.

Take for example: a 1969 Chevy 396 came with a 214/218 cam from the factory. The degrees of duration seperation is pretty limited at 4. I am pretty sure no one shifted a cam like that around 6500rpm either. Those numbers seem to be a good compromise between low end torque and top end pull. On that old 110LSA cam I ran power peaked and began to drop by 5800RPM, now the 220/220 114LSA cams by Thunder Racing pull to 6300RPM or so. Why, I am unsure but My cam experience is with one: 220/220 .528" 110lsa. The cam sounded great but the vac was so low that the brakes worked like manual ones and constantly had idle problems. The power was good and I shifted about 5800rpms usually. I did run a PI Stallion 2800rpm stall with it too.

The duration effects the powerband. Gigantic numbers like 232/240 will have a powerband that has huge RPM's for peak power. Also if the seperation of degrees is greater it seems to move the powerband up higher.

LSA is the lobe speration angle. The narrower the LSA the meaner a cam sounds yet has less vacuum. 114lsa will yield more vac at idle and limit surging problems. 112lsa will drop vac even more.

Take for example: a 1969 Chevy 396 came with a 214/218 cam from the factory. The degrees of duration seperation is pretty limited at 4. I am pretty sure no one shifted a cam like that around 6500rpm either as there is no power up there. Those numbers seem to be a good compromise between low end torque and top end pull.

Take for example: a 1969 Chevy 396 came with a 214/218 cam from the factory. The degrees of duration seperation is pretty limited at 4. I am pretty sure no one shifted a cam like that around 6500rpm either. Those numbers seem to be a good compromise between low end torque and top end pull.

I'd begin reading about cams and such. Look in magazines and such for cams, those usually tell you powerbands of the cams.

This is stuff in my opinion and observations...

Hit Man X

Sorry about the double post...

Juggernaut

iTrader: (1)

i don't know **** about cams but i do have a question here, forget about what car the factory puts the z06 cam in or how much it weighs just look at the specs. wouldn't more duration and less LSA both work toward less LOW end than that z06 cam, i keep hearing people say not to use the zo6 cam because it would loose to much torque and then recomend a cam that is even larger. like i said i don't know anything about cams, could someone explaine this to me. i can see the arguement that you might be able to do better we a comp xe grind.

[/quote]

Parish, from what I have been told, the ZO6 cams are retarded 2*, instead of the usual advanced 4* on a lot of your aftermarket cams. If this is true, then this is a big reason why the powerband is shifted up with these cams. The duration is mild and the LSA is high on the LS6. With this being said, I think a custom grind is the way to go.
Ryan

Flem

I would order the adjustable timing set from scoggin-Dickey for $85 when you order the cam. that what I did and I advanced the cam 4 degrees when it was installed in my suburban.