5.3L build for truck
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Within your original constraints of staying with the 5.3L:
- Use the high lift version of that cam with the springs
- Measure piston above deck height and pick a head gasket that'll get your quench in the .037" to .041" range
- Long tube headers
- Trailblazer I6 torque convertor. Either used (make sure it's from a 6cyl) or reman (send your core in).
- Find a good tuner
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Thank you! I'm not very knowledgeable on torque converters so I had to do some learning just now. Headers are definitely on the lift of things to do also. If I were to go with the trailblazer converter, would I be able to get (slightly) more aggressive with the cam?
In your truck, it'll have a little more stall than the stock one, (very mild increase), so you could go slightly more aggressive. But if you're really looking for low end torque, the duration you have now is in the right range. If you're willing to put up with a mild lope, getting something with similar duration but tighter LSA would be better (like a BTR Truck Stage 1 V2 or TSP Stage 1 Truck on a 112).
A more aggressive cam will make your current concerns worse. A small stall and a small cam will help a ton, but the huge tires are always going to be an issue with a 5.3 with stock gearing. For what you're wanting a cam is not the answer man. A even bigger cam is certainly not the answer. I'm on the performance truck forums a lot, where there are a TON of people with 5.3's. There's a guy on there that does a lot of cams and he says the answer for low end is usually these off the shelf cams but on a 110 LSA, which if you type those cams into the cam calculator they just have a super early IVC.
However I would be cautious of the trailblazer converter. I only say that because I would be concerned with the strength of the lock up clutch in a converter made for a much lighter truck. And on top of that going in a truck with huge tires that tows boats and trailers.
Last edited by 00pooterSS; Mar 6, 2020 at 10:49 AM.
What’s gears are currently in the truck? Since 6.0 is out I think gears are your next best bet.
00pooterSS - that 6.2 in the video did quite well considering it didn’t have headers and it weighed significantly more. Woulda been a mega slaughter fest if the 6.2 had long tubes and if both trucks were the same weight. Cubes most definitely for the win in a heavy truck.
00pooterSS - that 6.2 in the video did quite well considering it didn’t have headers and it weighed significantly more. Woulda been a mega slaughter fest if the 6.2 had long tubes and if both trucks were the same weight. Cubes most definitely for the win in a heavy truck.
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Full agree and that's why I also recommended the TSP stage 1. The only thing I couldn't find on the TSP cam was the ground in advance so I couldn't come up with the intake valve closing point. The cam motion cam he posted has a 33 degree IVC so it will still give a lot of low end. Low end comes from the IVC. Going off a best guess, the TSP cam will have a very similar IVC because of the tighter LSA.
Last edited by 68Formula; Mar 6, 2020 at 07:25 PM.
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I'll run the VIN through GM when I get to work tomorrow, but I think it has 3.90 gears. I'm not thinking a cam is the answer to all of my concerns. I'm just looking for some guidance on what cam would work well with the setup that I've got going. I really do appreciate all of the information y'all.
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So I might have been wrong on the rear gears. The previous owner told me it had 3.90s but according to the build sheet from GM it has 3.42s. I'll have to put it in the air and check it myself to make sure.
3.42’s and 35” tires is the problem. If your keeping it on 35’s you’ll want to go with 4.56 rear gears. Will put engine back in power band, an keep the transmission from hunting gears. Been there and done that with a lifted Tahoe I had. It was up 6” on 35’s with 3.42 gears. An absolute turd. Hated it after I lifted it. Went with 4.56’s after doing some math, and presto...the truck was transformed.
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Verdad Gallardo Sorry for reviving an aging thread but I search this topic frequently myself. I can attest to the gears. Mine is a '00 LM7 ext cab 4x4, 6" lift & 35's. Basically everything that makes ppl cringe lol. Some 4.56's (in my case front & rear) Definitely will help, most importantly the 4L60e won't have you so as much anymore. Mine has been good, excellent really and it's got nearly 150K on it now. Regularly has its filter & fluid changed though and has an aftermarket cooler (bigger than stock on it).
Mine occasionally hauls the 18' car trailer with my 3rd gen to the track (2800 lb car + 1500 lb trailer) and could probably benefit Greatly form a nice truck cam, which it will hopefully by the end of the year. Along with years I'd also recommend (if not done yet) some LT's. TSP & Speed Eng I believe have Very similar LTs & are both very reasonably priced. That along with a tune, good plugs maybe a step colder (NGK TR6 or equivalent) would help the 5.3. I understand very much so sticking with the 5.3, esp considering the amount of money spent already. It's a commitment already. Main thing with truck came (specifically the 4.8 & 5.3's) to keep in mind is short duration, get those fast short bursts of fresh air in the cylinder and close it off (the intake valve) early for good low end tq. I personally am leaning towards the summit 8718 cam kit or a "high lift" (I hate those coined phrases/terms that get started then every idiot and Jackhole at AutoZone starts using them🙄
cam from Cam Motion.
See as how it's mid October, I'm sure you've made a ton of progress since your last post...
Mine occasionally hauls the 18' car trailer with my 3rd gen to the track (2800 lb car + 1500 lb trailer) and could probably benefit Greatly form a nice truck cam, which it will hopefully by the end of the year. Along with years I'd also recommend (if not done yet) some LT's. TSP & Speed Eng I believe have Very similar LTs & are both very reasonably priced. That along with a tune, good plugs maybe a step colder (NGK TR6 or equivalent) would help the 5.3. I understand very much so sticking with the 5.3, esp considering the amount of money spent already. It's a commitment already. Main thing with truck came (specifically the 4.8 & 5.3's) to keep in mind is short duration, get those fast short bursts of fresh air in the cylinder and close it off (the intake valve) early for good low end tq. I personally am leaning towards the summit 8718 cam kit or a "high lift" (I hate those coined phrases/terms that get started then every idiot and Jackhole at AutoZone starts using them🙄
cam from Cam Motion.See as how it's mid October, I'm sure you've made a ton of progress since your last post...
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You should take a look at the new version (V2) of the BTR Truck Torque Cam (202/202 .511/.511 111+1).
https://www.youtube.com/watch?v=8rA2UO4Joec
https://www.youtube.com/watch?v=8rA2UO4Joec
Same duration(202/202), but more lift (.511 vs. .507) and advanced 2 degrees (+1 vs. -1)
I guess it all helps!
The BTR stuff (as was back when Brian was w/his initial start up of TEA) looks good.
Many good options. Something that's interesting is alot of these entry level/max tq cams (which is what I'm only interested in) seem to feature a noticable difference (more) exhaust duration. Ranging from 4*-12* of a variance of added Exh duration. I'm trying to understand that part...
Many good options. Something that's interesting is alot of these entry level/max tq cams (which is what I'm only interested in) seem to feature a noticable difference (more) exhaust duration. Ranging from 4*-12* of a variance of added Exh duration. I'm trying to understand that part...
The BTR stuff (as was back when Brian was w/his initial start up of TEA) looks good.
Many good options. Something that's interesting is alot of these entry level/max tq cams (which is what I'm only interested in) seem to feature a noticable difference (more) exhaust duration. Ranging from 4*-12* of a variance of added Exh duration. I'm trying to understand that part...
Many good options. Something that's interesting is alot of these entry level/max tq cams (which is what I'm only interested in) seem to feature a noticable difference (more) exhaust duration. Ranging from 4*-12* of a variance of added Exh duration. I'm trying to understand that part...
That's across the board with LS and LT cams. Much larger intake valve than exhaust valve, same air moving in and out, needs a little more time to get out of the exhaust. Also the increased exh duration tends to carry to power a little longer.
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I think the lobe lift change was because he switched grinders. Although like you said, every bit counts. As for the change in ground in advance, probably figured as long as they were changing lift, might as well tweak the lobe centers. I never really understood why they bothered to run the original 1 degree retarded to begin with.
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Plus it helps setups that are running shorties or factory exhaust manifolds which are not as effective as long tubes in evacuating the exhaust.
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I think the lobe lift change was because he switched grinders. Although like you said, every bit counts. As for the change in ground in advance, probably figured as long as they were changing lift, might as well tweak the lobe centers. I never really understood why they bothered to run the original 1 degree retarded to begin with.
specifically talking about LS/(New LT...) truck cams even more specifically towing & 4x4 cams, I assume(?)
That makes sense as far as fighting reversion & scavenging, even with stock manifolds
That makes sense as far as fighting reversion & scavenging, even with stock manifolds