Notice the "smaller" cam closes the exhaust valve 4° later at .006, I this is an awesome lil grind

 

You can't go wrong with a 5.7 NA and a mild cam. The LS1 in my '01 Camaro has plenty of low end grunt with the ported 243s and mild cam that I run in it. I left the idle in Park and neutral stock and raised it to 600 rpms in gear and it gets near stock gas mileage.

 

SoCalDave- Do you have any problems smogging your car with a non stock cam? I know all they do now is plug into the OBDII plug, but is there any way even a mild cam can throw a code? I guess I'm mainly curious as to whether the MAF/MAP, TPS, or O2 readings change enough to throw a code.
Sorry for hijacking your thread to ask a question, Kfxguy!

 

Yea but look at the intake....it looks like it closes after the piston is going back down.......is that good?

 

It's closing 33deg. After Bottom Dead Center, so after the piston is just starting on its way UP. Just as it should....

 

I didn't have a problem smogging my car at the end of 2020, but the law changed again to a modified tune will mean a failed smog test. So I'm caught between putting my '01 Camaro back to stock with a stock tune or find someone that knows someone. I'll have to smog again in early 2022, so I have time to see if the smog test looks for only certain things that were changed or if the test looks for everything that has been changed.'

I do have HP Tuners

 

I was just watching one of holdener's videos and it was on the 500hp combinations. The 5.7 with ported heads and a 212/218 cam made a little over 500hp and a 5.3 with ported heads took 233/250 duration camshaft to break 500hp.

5.3 stock bottom end
trick flow 220 heads
233/250 cam 113 lsa
high ram intake, dual throttle bodies
503hp 409 ftlbs
***** he said he had another combo that made the same power with a little smaller cam and a fast intake. He didnt say what size cam, but probably the 227/233ish cam

5.7 stock bottom end
212/218 114 lsa
dart pro 1 cnc ported
older fast intake 78mm opening
507hp 472ftlbs


interesting.....I didnt think there was that much of a gap between the two displacements...

 

21 cubic inches is a worthy difference...

 

I guess so. Hindsight is 2020 and I wish I had waited to buy parts when I built my engine. I thought the 5.7 was hurt worse than it was so I started building the 5.3 before I had the 5.7 pulled. Knowing what I know now, I could have just built the 5.7 from the get go. O well, this hobby is a waste of money anyways. And it’s pretty cool I scored the same pistons and rods I would have bought, for literally no money. Just a little bit of labor.

 

Yes, it's good for getting a little more air in the cylinder before closing the valve if the cam guru knows what they are doing.

Here's why.

Looking at a moving piston animation, we can see several degrees of rotation occur after bottom before the piston barely moves.

The air moving into the cylinder has some momentum and will keep moving into the cylinder briefly even after bottom dead center is reach. Delaying intake valve closing slightly allows a little more air into the cylinder.

The piston isn't moving up enough for several degrees of rotation after bottom dead center to change the direction of the air and push it back out the intake valve.



Carried to excess closing the intake valve would be bad as there of course is a point the piston could push air out if the intake valve is left open too long.

 

The 5.7 should have been a truck option back then. To me the 5.7 is the best overall of the Gen 3 engines. Almost the same power as the 6.0 but better gas mileage and more torque and hp than the 5.3 and probably would have done the same mpg or better. The 5.7 has a pretty big gap on the 5.3 and also going by all the dyno #'s i have seen seems to be right there with the 6.0.

 

I'm not a fan of Mopar quality control having heard too many stories from a tech who worked on them but the 5.7 Ram engine walks all over the 5.3 (non direct injection) power wise.

 

So does the 5.0 Ford. I had a stock 2013 F150 that could walk any stock 5.3.

 

I have a 13 F150 Ecoboost and it felt almost as fast as my TA was stock. Ended up doing cam and heads on the TA.

 

We have some new cams about to arrive...more truck sized with earlier intake closings and overlaps that would work well with what you are doing. We can't release specs yet, but if you can wait 6 weeks max...you may find it very worth it.

 

I probably wont start on this till after the 1st of the year. I need to get 3 pro ls replacement connecting rods. My buddy who gave me the pistons and rods, spun 3.
how’s the price going to be on those smaller cams? The ls6 power max is a steal at $239

you can pm me if you like….

 

My natural and prodigious curiosity is piqued....
SOMEDAY I will need to go through my Tahoe's LM7, and would like a cam with a bit more from the bottom to top of the powerband, and not throw any codes so it will pass smog...
One such existent cam is BTR's Torque truck cam. Anything along those lines will be looked at.

 

G Atsma, I think you need a MagnaCharger to to with the cam upgrade 😉😜

 

LOL!! I said a BIT more, not a freakin' shitload!
I appreciate your concern, though... besides, I'm in Commiefornia.
Such a dastardly improvement is surely illegal on a such humble machine as mine....

 

Hey Summit- Any more hints on these forthcoming lower powerband cams? Like, will they give Cam Motion's truck cams a run for the money?
Speaking of which, one thing I think should happen to C.M. truck cams is to narrow their LSA a few degrees, after I saw what that does to the BTR Truck Torque cam with its 111LSA on a 202/202 profile. Torque added to below 2500, more than I've seen with any other truck cam.