New cams from Tick Performance
08-18-2013, 05:06 PM
#641
Martin, what cam would you recommend for my setups?
Silverado
408ci (9.2:1 cr)
AFR 225
200 shot(going turbo soon)
224/231 .595/.595 114
5th Gen Camaro
416ci(LS3)
9.28cr w/Weisco pistons,
Manley rods and DragonSlayer 4" crank
LSA Heads - WCCH P&P w/Patriot dual extreme springs.
SS intake/Inconel exhaust valves
Twin turbo - Garrett 3586's w/1.03 a/r
Stock manifolds with dual 3" exhaust
This cam was sent with the turbo kit:
244/248 .624/.624 115 LSA
The shop installed this one instead:
243/247 .623/.623 115LSA 113ICL
Silverado
408ci (9.2:1 cr)
AFR 225
200 shot(going turbo soon)
224/231 .595/.595 114
5th Gen Camaro
416ci(LS3)
9.28cr w/Weisco pistons,
Manley rods and DragonSlayer 4" crank
LSA Heads - WCCH P&P w/Patriot dual extreme springs.
SS intake/Inconel exhaust valves
Twin turbo - Garrett 3586's w/1.03 a/r
Stock manifolds with dual 3" exhaust
This cam was sent with the turbo kit:
244/248 .624/.624 115 LSA
The shop installed this one instead:
243/247 .623/.623 115LSA 113ICL
As far as your 5th gen, I'm glad you asked my opinion, because in my opinion BOTH of those cams are totally wrong.
I don't know what it is, but it seems some shops and cam grinders think that a square port head needs massive amounts of intake duration. Especially in a turbo application. The intake duration on both of those camshafts is much too large, especially for a 4000lbs. + vehicle. Your compression is also much too low to be running a cam with that much intake duration and overlap.
Your camshaft is closing the intake valve WAY too late and has WAY too much overlap. Here is what I would grind for you instead:
237/246 .610"/.595" 116.5+6.5
This closes the intake valve 6 degrees earlier than your current cam. This will decrease spool time by increasing torque under the curve and at lower engine speeds. This will get the turbo on line sooner making more power under the curve N/A and under boost. With your car being as heavy as it is, and how large that intake port is it will make your car 10x more fun to drive. I widened the exhaust centerline as well so that the decrease in intake duration didn't take away from top end pull.
Your power band just got 1000rpm wider without losing any top end. Your welcome.
Were you given the measurements that were measured? I'm glad you don't have to cut anything, just make sure you're comfortable with the clearances you have in your engine.
08-19-2013, 06:27 PM
#642
On the Silverado 408 camshaft, are you looking for a camshaft that matches up well to the parts you have currently? Or are you looking for a cam that will perform well with the turbo upgrade you mentioned is coming soon?
As far as your 5th gen, I'm glad you asked my opinion, because in my opinion BOTH of those cams are totally wrong.
I don't know what it is, but it seems some shops and cam grinders think that a square port head needs massive amounts of intake duration. Especially in a turbo application. The intake duration on both of those camshafts is much too large, especially for a 4000lbs. + vehicle. Your compression is also much too low to be running a cam with that much intake duration and overlap.
Your camshaft is closing the intake valve WAY too late and has WAY too much overlap. Here is what I would grind for you instead:
237/246 .610"/.595" 116.5+6.5
This closes the intake valve 6 degrees earlier than your current cam. This will decrease spool time by increasing torque under the curve and at lower engine speeds. This will get the turbo on line sooner making more power under the curve N/A and under boost. With your car being as heavy as it is, and how large that intake port is it will make your car 10x more fun to drive. I widened the exhaust centerline as well so that the decrease in intake duration didn't take away from top end pull.
Your power band just got 1000rpm wider without losing any top end. Your welcome.
Were you given the measurements that were measured? I'm glad you don't have to cut anything, just make sure you're comfortable with the clearances you have in your engine.
As far as your 5th gen, I'm glad you asked my opinion, because in my opinion BOTH of those cams are totally wrong.
I don't know what it is, but it seems some shops and cam grinders think that a square port head needs massive amounts of intake duration. Especially in a turbo application. The intake duration on both of those camshafts is much too large, especially for a 4000lbs. + vehicle. Your compression is also much too low to be running a cam with that much intake duration and overlap.
Your camshaft is closing the intake valve WAY too late and has WAY too much overlap. Here is what I would grind for you instead:
237/246 .610"/.595" 116.5+6.5
This closes the intake valve 6 degrees earlier than your current cam. This will decrease spool time by increasing torque under the curve and at lower engine speeds. This will get the turbo on line sooner making more power under the curve N/A and under boost. With your car being as heavy as it is, and how large that intake port is it will make your car 10x more fun to drive. I widened the exhaust centerline as well so that the decrease in intake duration didn't take away from top end pull.
Your power band just got 1000rpm wider without losing any top end. Your welcome.
Were you given the measurements that were measured? I'm glad you don't have to cut anything, just make sure you're comfortable with the clearances you have in your engine.
On the 5th gen it didn't hit full boost(16psi) until 4500 rpm. At 3500 it had 6psi and at 4000 it had 10psi. I don't know anything about cams but according to an online calculator it has a lot of overlap.
Thanks for you input I will be getting in touch with you for the Silverado and possibly for the Camaro also.
08-20-2013, 01:28 PM
#643
Is there a big difference in cams between the two setup. If I had to choose I would say the Turbo setup cause that is what I will be switching to. I will probably keep the spray but lower it to 75-100 just in case it's needed.
On the 5th gen it didn't hit full boost(16psi) until 4500 rpm. At 3500 it had 6psi and at 4000 it had 10psi. I don't know anything about cams but according to an online calculator it has a lot of overlap.
Thanks for you input I will be getting in touch with you for the Silverado and possibly for the Camaro also.
On the 5th gen it didn't hit full boost(16psi) until 4500 rpm. At 3500 it had 6psi and at 4000 it had 10psi. I don't know anything about cams but according to an online calculator it has a lot of overlap.
Thanks for you input I will be getting in touch with you for the Silverado and possibly for the Camaro also.
What size turbo? What intake manifold? What rear gear? What transmission?
08-21-2013, 10:34 AM
#644
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I ran my car at the local strip last Friday night, I'm not all done tuning but full throttle looks pretty good. Looks like I picked up about 3mph in the 1/4 but I need sticky tires. In mid July right before I put the cam in I was trapping 104 and last weekend I trapped 107. As the night went on our DA got down to 7020' so it's less than optimal racing air. I'm hoping to trap 108 maybe 109 if i'm lucky with better air. On the log of my runs my car was pulling timing the whole way cause of heat, my intake temps started at 136 and dropped to about 109 at the end of the run. Ambient temp was about 85.
My setup is SNS stage 2 mild cam, pacesetter 1 3/4 headers, 3" catted exhaust, and K&N hot air intake.
My setup is SNS stage 2 mild cam, pacesetter 1 3/4 headers, 3" catted exhaust, and K&N hot air intake.
08-21-2013, 10:59 AM
#645
Comp 80/79
Stock truck intake w/78mm TB
Stock 3.73
Built 4L60(will switch to a RV 4L80 when the 60 breaks)
If I get a turbo grind cam now will it be ok on the jug?
Camaro:
Twin GT3586's
Stock Intake w/90mm TB
Stock 3.23
Built 6L80(Circle D)
08-21-2013, 07:03 PM
#648
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Im right there with you, I really need to get it put on a dyno
08-22-2013, 11:04 AM
#651
I ran my car at the local strip last Friday night, I'm not all done tuning but full throttle looks pretty good. Looks like I picked up about 3mph in the 1/4 but I need sticky tires. In mid July right before I put the cam in I was trapping 104 and last weekend I trapped 107. As the night went on our DA got down to 7020' so it's less than optimal racing air. I'm hoping to trap 108 maybe 109 if i'm lucky with better air. On the log of my runs my car was pulling timing the whole way cause of heat, my intake temps started at 136 and dropped to about 109 at the end of the run. Ambient temp was about 85.
My setup is SNS stage 2 mild cam, pacesetter 1 3/4 headers, 3" catted exhaust, and K&N hot air intake.
My setup is SNS stage 2 mild cam, pacesetter 1 3/4 headers, 3" catted exhaust, and K&N hot air intake.
230/240 .609"/.612" 116+6
This will give you tons of bottom end with the early closing intake valve and your intake runner volume along with the truck intake. You don't want to go too large on the intake duration with it being a heavy truck, 9:1 compression and the truck intake. The truck intake will limit the RPM range of the engine so there is no point in putting more intake duration into the cam profile to try and force it to peak higher. It just isn't going to happen.
The reason for the 10 degree split in intake to exhaust duration and 116LSA though is for a strong power band after 5000rpm. The size of your engine and that turbo will be working against one another after 5000rpm as the turbine wheel will be the choke point. To extend power after 5000rpm and not have it drop like a bag of rocks off the side of the Empire State Building we need to open the exhaust valve sooner. This is accomplished by adding exhaust duration and widening the exhaust center line.
It should be a great cam for you!
thank you for allowing me to spend all my money with you!
08-22-2013, 07:53 PM
#654
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It was a pleasure talking with you Martin, I ordered the cam today, and I will take your advice and mill the heads to 58.5cc. Can't wait to get it finished up and put together.
08-27-2013, 11:15 PM
#657
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Well I recieved my ls1 sns stage 2 cam today along with my arp head studs. Waiting for the machine shop to finish milling my heads down to 58.5 and hopefully I'll put it all together this weekend.
Last edited by 3rdGenLS; 08-28-2013 at 02:05 AM.
08-30-2013, 02:54 AM
#660
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Are there any results for the stage 1 cam in a stock compression 5.3 yet? I know you were waiting on the truck guys to get back to you.
What kind of power do you think you could get out of a stock compression 5.3 with the SNS stage 1?
Any power goals with the towing series of cams you mentioned?
What kind of power do you think you could get out of a stock compression 5.3 with the SNS stage 1?
Any power goals with the towing series of cams you mentioned?