Opinions wanted on CompCams recommendation...
06-05-2006, 02:53 PM
#41
The following was an e-mail I rcv'd in regards to the GT2-3 and a ProCharger set-up.
I know there are hundreds if not thousands of opinions on cam recommendations for certain applications...
It seems that to increase the power range starting point you have to increase duration as well. If that is correct, what is the reason that I wouldn't want to increase the duration w/ a ProCharger? I ask that because it seems to be suggested often to not go with an increased duration w/ FI.
If what is quoted above is accurate, why would I not want to lower my power range starting point as long as it continues through the ProCharger's range as well?
XR265HR.............1400-6700rpm..........212/218 .558/.563 115
G3XFI261HR15.....1000-5700rpm..........208/212 .554/.558 115
GT2-3.................not stated..............207/220 .571/.578 118.5
VHP065...............2000-6200..............216/224 .551/.551 115
What effect does the duration and LSA choice have on my application?
Thank you guys for all of your knowledge and shared experiences...
I know there are hundreds if not thousands of opinions on cam recommendations for certain applications...
The thing about a truck, is to get the weight moving off the line. The procharger has a rough time with that as it needs RPM to make the boost. If you pick a bigger duration cam that makes better peak torque, look at where its making the peak torque in relation to how much. You need to find a happy medium especially since the procharger makes it on the top, but I think the GT2-3 will help you on the bottom better than anything else out there. That said, you will need to figure out what you want the most. A big dyno number, or a fast ET. Especially with an automatic. You won't be able to leave at 4000 RPM with as much weight as you are carrying with out expecting some breakage, but a more efficient cam down low can help get you moving faster, and then the procharger can handle moving the weight from there. That said,
I will take a faster ET, than a peak HP number in a dyno war any day.
Hope this helps your decision!
Sincerely,
Jeff Myers
Lingenfelter Performance Engineering
I will take a faster ET, than a peak HP number in a dyno war any day.
Hope this helps your decision!
Sincerely,
Jeff Myers
Lingenfelter Performance Engineering
If what is quoted above is accurate, why would I not want to lower my power range starting point as long as it continues through the ProCharger's range as well?
XR265HR.............1400-6700rpm..........212/218 .558/.563 115
G3XFI261HR15.....1000-5700rpm..........208/212 .554/.558 115
GT2-3.................not stated..............207/220 .571/.578 118.5
VHP065...............2000-6200..............216/224 .551/.551 115
What effect does the duration and LSA choice have on my application?
Thank you guys for all of your knowledge and shared experiences...
Last edited by aharrold; 06-05-2006 at 04:02 PM.
06-05-2006, 03:50 PM
#42
TECH Veteran
The boost lag is simply solved by running a stall. One of the SS trucks I work on has a D1SC on it with a 2600 stall. On an off idle hit it has enough power to spin the left front and both rear on the launch. A majority of that work is in the choice of stall and a huge difference in the programming.
06-05-2006, 04:13 PM
#43
Originally Posted by zippy
The boost lag is simply solved by running a stall. One of the SS trucks I work on has a D1SC on it with a 2600 stall. On an off idle hit it has enough power to spin the left front and both rear on the launch. A majority of that work is in the choice of stall and a huge difference in the programming.
Why such a low choice of stall on the SS?
Is it due to the AWD and/or being lighter weight than my EC or his cam choice?
Zippy, thank you for everthing...
I appreciate your patience.
06-05-2006, 05:21 PM
#44
TECH Veteran
At this point he hasn't put a stall in it yet. In fact he's still running the stock cat back. I probably would have chosen a 3000 stall for his truck, but the 2600 seems to work well. Your choice of a 3200 stall is just fine. Now pick a cam to match it. It's often done the other way around, but just as long as the two work together it's ok most of the time.
06-09-2006, 12:20 AM
#46
formerly silverbrick (changed 02/17/2013)
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all pushrods are relatively the same as long as they are hardened. the onlything that really differs is length, obviously and brand.
06-20-2006, 07:55 PM
#47
Ok, I hope this isn’t a hijack but I would venture to say I have one of the heavier rides around here. I have a Radix and Roger @ Vinci recommended the 062 210/218 .551/.551 112lsa. It has great low end tq and I can’t really speak to the high end hp because I don’t have anything to compare to. The GT2-3 is a 207/220 .571/.578 118.5lsa Other than the LSA I don’t think there is much difference. IS the lsa alone enough justification for a cam swap? I have been told on more than one occasion to swap to a GT2-3. The 062 has 52* of overlap so maybe that’s why it’s not a FI cam but Roger said it would be great.... What is the overlap in the GT2-3? And after reading for hours about cams I thought a reverse split with a high 115+ lsa was the way to go for FI.
Public schools should offer classes in cam as a foreign language. It's harder to speak than Japanese.
Public schools should offer classes in cam as a foreign language. It's harder to speak than Japanese.
Last edited by 1SlowHoe; 06-21-2006 at 10:45 AM.
06-23-2006, 03:05 PM
#50
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I dont have FI but I just installed a 210/210 555/555 112 LSA in a 6.0 liter and it really made a big difference. I get power from about 1800-2000 on to my shifts.
Its a torquey little cam
Its a torquey little cam