Doubt that tranny can hold though 
You do alot of racing? 
cam selection for my truck
cam selection for my truck Truck specs as follows: 2001 rcsb chevy weight around 3900lbs, 2000LS1 engine truck intake and tb ls2 injectors 1 3/4 lt headers cai, 4l60e built 3k stall posi witj 3.73 rear gear 275 55 18 tire out back. The LS1 is stock and I am seeking cam suggestions. Truck is a toy primary use will be pulls on the highway. Was considering a comp LSR 227/235 .614/.624 113lsa. Cam gurus please chime in.
When choosing a cam and comparing it to what people here suggest consider your tire height effect on gearing, as in has the effect of 3.23s with stock f-body size tires.
Point being I would look at more gear if you want a cam that size. Plus the aerodynamic drag of that you want some gears so it isn't lugging on the highway.
Point being I would look at more gear if you want a cam that size. Plus the aerodynamic drag of that you want some gears so it isn't lugging on the highway.
I plan on 4.10-4.56 gears in the future. Right now the truck doesn't hook well at all at low speed. Even from a 30 roll it lights the kumhos up. Some day I want to switch to a nitto drag radial when money allows.
IMO, Tick SNS stage 2 would be a better choice with the 3k stall.
http://www.tickperformance.com/tick-...1-ls6-engines/
or
EPS TT3
http://www.engpwrsys.com/index.php?a...od&productId=6
http://www.tickperformance.com/tick-...1-ls6-engines/
or
EPS TT3
http://www.engpwrsys.com/index.php?a...od&productId=6
Trans is built to the teeth so to speak. 600hp ready. Mostly roll racin in mexico. Never heard of BT springs before. Depending on tire ill run sum 430 or 456 gears stall upgrade later on is for sure. Looking at a yank 3600. That tick performance cam looks right up my alley. Thanks for the link.
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The 4L60e is plenty capable of this if built by someone good. Shops that like to push lots of "upgrades" are usually trying to use parts rather than knowledge and will be happy to take you money over and over and over.
I used ProBuilt Automatics nearly a decade ago and am very happy, Rossler and FLT are two more I would use in a heartbeat.
It is when folks trust bad shops that this tranny gets a bad rap.
I used ProBuilt Automatics nearly a decade ago and am very happy, Rossler and FLT are two more I would use in a heartbeat.
It is when folks trust bad shops that this tranny gets a bad rap.
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Verdad Gallardo Yeah and the guy I used for my 4l60E has put them in several 9 second cars.
Rossler has one in a low 9 second full weight Impala SS heavier than this poster's truck. Only thing keeping that car from 8s is launching soft enough to keep the 8.5" 10bolt alive.
Just about anyone can build a 9 second TH400. Relatively few shops can build a reliable 11 second 4L60E but there are a handful managing 9s.
I don't know a thing about that shop BUT being good at building OTHER transmissions is meaningless as to how they handle the 4L60E.
Rossler has one in a low 9 second full weight Impala SS heavier than this poster's truck. Only thing keeping that car from 8s is launching soft enough to keep the 8.5" 10bolt alive.
Just about anyone can build a 9 second TH400. Relatively few shops can build a reliable 11 second 4L60E but there are a handful managing 9s.
I don't know a thing about that shop BUT being good at building OTHER transmissions is meaningless as to how they handle the 4L60E.
With a 3000rpm stall converter and the modifications that you have listed I would grind you this cam:
229/230 .615"/.609" 111+4 and a set of Brian Tooley Platinum springs with Ti retainers, Comp Hi-tech Push rods, LS2 timing chain and one of our ported and blueprinted LS6 pumps.
You don't want to get too carried away with duration when a 3000 stall is being used. You can counteract the smaller stall somewhat with advancing the cam, but you can only get so much with so little.
The shorter exhaust duration of my cam and tighter intake and exhaust centerlines will make more torque which with the 3.73's and tighter stall will help pull the rpm's back up when the truck shifts at WOT. If you had more stall and less shift extension you could lengthen the exhaust duration of the camshaft and widen the exhaust centerline for more top end power and to shift the torque curve further out.
229/230 .615"/.609" 111+4 and a set of Brian Tooley Platinum springs with Ti retainers, Comp Hi-tech Push rods, LS2 timing chain and one of our ported and blueprinted LS6 pumps.
You don't want to get too carried away with duration when a 3000 stall is being used. You can counteract the smaller stall somewhat with advancing the cam, but you can only get so much with so little.
The shorter exhaust duration of my cam and tighter intake and exhaust centerlines will make more torque which with the 3.73's and tighter stall will help pull the rpm's back up when the truck shifts at WOT. If you had more stall and less shift extension you could lengthen the exhaust duration of the camshaft and widen the exhaust centerline for more top end power and to shift the torque curve further out.
Thanks for the input Martin, please send me a link to the cam you specified. Next upgrade after the cam will be some 4.30 gears to help with acceleration. Then a bigger stall and some sticky tires.