Fast355

I would run something like a Comp ground TSP 212/218 LOW LIFT on a 112-114* LSA and ground 4* advance. TSP and Comp came up with the lobe design to run the factory LS6 springs.

Should look something like

212/218 @ .050
.550/.550" lift
114* LSA
110* ICL

112* LSA will make a little more midrange and have a more noticeable idle
114* LSA will carry the torque curve a little higher in the RPM range and make a broader torque curve with a smoother idle.

With a stock stall, I would run the 114* LSA cam. Off-idle torque will be stronger and it will pull a little more idle vacuum.

G Atsma

TSP no longer uses Comp for their cams, and grinds them in-house. They have revised many of their cams to lobes easier on the valve train. Their 212/218, .550 is very close if not identical to the one stated above. Call TSP for particulars.

00pooterSS

iTrader: (40)

Awesome, thank you!

00pooterSS

iTrader: (40)

Those new easy on the valve train lobes probably do well with the LS6 springs. I would imagine that was the goal since they capped the lift at or below the 550 range on the truck cams. All speculation though.

G Atsma

Good point. They DO offer .600 lift versions for those wanting it on all but the smallest truck cam. But yeah, the .550 ones would do fine with LS6 springs. I think you are right, but we CAN speculate, right? lol

00pooterSS

iTrader: (40)

In laymans terms there are lobes with fast ramp rates that kick the valves off the seat faster and get into lift faster, these will obviously be harder on the springs and wear them faster. So the question really is what kind of springs do you want to run and how often do you want to service them.

Your best bet will be discussing all your goals with one of the sponsors that either designs or cuts cams or both. Not that I or others don't want to help, but the best answers will come from the person that designs the cam with all of your specific goals in mind.

If you don't want to go that route i'd pick one of the truck cam offerings and run with it. I personally would stay with a smaller truck cam to have more low end. For example BTR I believe has stage 1-4 truck cams, the stage 4 in my opinion would be better suited for a little street strip type truck and the stage 1 - 2 may be better for your heavy truck that will do some pulling. ( I didn't go back but I think you mentioned towing )

Anyone feel free to correct me if i'm off on that. I know Darth definitely has a deeper knowledge/experience in this field than I.

G Atsma

AGAIN, good points! Yeah, call either Cam Motion or Texas Speed and Performance (or better yet, BOTH) and they WILL steer you to a cam that will do what you want. They both have very good low-end cams to do the job.

07NBSChevy

iTrader: (1)

I run a BTR Truck Stage 2, 212/218 .553/.553 113+2 LSA, with PAC 1218 valve springs for piece of mind. Cam comes in at 2400ish RPM compared to stock and pulls to 6200 rpm. I am using this with a stock converter since I tow close to 7,000 lbs. This cam definitely added more torque for towing, around 3500 rpm-5500 rpm is where I noticed the biggest jump in power.

A cam that will provide a bit more torque than the BTR Truck Stage 2, that works with a stock converter, is the TSP 212/218 .600/.600 on a 112 LSA. The higher lift can add a but more torque throughout the curve, maybe 7-10 Hp/Tq.

If you plan on towing and/or want to use the stock converter, I would stay at or under a 212/218 duration, as well as use a lift between .550 to .600. A 112 to 114 LSA will help keep the curve lower in the rpm range. I tried a BTR Truck Stage 3 (218/224) and the TSP 216/220, and both had a slightly noticeable lowend loss compared to stock below 2,600 rpm, but will have more power above 4500 rpm and pull to 6,500 or so. With a stock converter, a 212/218 cam is the best all around cam and about the highest duration before lowend loss will be noticeable. I was told the BTR Truck Stage 2 outperforms the stock cam (A Gen4 5.3 Cam) down to 2,000ish rpm. There may be a slight loss from 1500-2000 rpm of 5hp or so, but generally you are not below 2k rpm unless you are cruising on the highway at 65 mph, and no cam will provide better lowend under 2,000 rpm unless you go with a smaller duration than stock.

If you are pulling the heads to change lifters or something, I would go with a smaller thickness head gasket to help with quench and achieve a slightly higher compression ratio. Higher compression translates to more lowend power. Milling the heads is also another option, 10.5:1-11:1 is a good compression ratio to be at.

Bspeck82

Agreed. The 212 TSP cam and 5.3 tsp heads may be the route I decide to go.

G Atsma

And from TSP's flow data on those heads, there is VERY LITTLE difference from Stage I to Stage 2.5. The only difference in parts is the Stage 2.5's have slightly larger valves, which the 5.3 cylinders might shroud to a degree. To me at least, the Stage I would do you the most good and save a few bucks. I would go for the PAC valve springs too.

00pooterSS

iTrader: (40)

I agree about the large valves and to add to that, the larger valves will likely require a tweak to the cam specs. The truck cams were designed around stock valve sizes. So if you go with the larger valve head make sure and discuss that with the company that tailors your cam/you buy the cam from.