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1-7/8" are already purchased, no need to debate primary size here. From my research I haden't seen definitive evidence that 1-7/8" lose low end power compared to 1-3/4". For that matter I also haven't seen evidence that a FAST 102 loses low end compared to a 92, or that it is "too big for a 5.7L, but that's even more off topic.
Of the cams you listed, I like the EPS 222/226 the best. I agree with other posts regarding the 224/224. nothing wrong with single plane, and on a 114, it will drive nicely and tune easily. Would end up a bit tamer than the EPS it it's cut on a 114 and a bit more aggressive than the EPS if it's cut on a 112
Another interesting option for you to consider is the BTR Stage 3 truck cam at 218/224-110. The idle and manners will be somewhat between the EPS 222 and EPS 226. You would have tons of torque right off idle. Just get over the idea that it's a "truck" cam.
Edit - after re-reading your post, I think I like the truck cam more and more. It will build good cylinder pressure at stock compression. It will work fine with stock LS6 springs, but if you fit it with PSI 1511 springs and lightened tool steel retainers, you would have a very long lasting valvetrain that is over a pound lighter than stock, so it will rev to 6800 without issue and be very responsive.
Of the cams you listed, I like the EPS 222/226 the best. I agree with other posts regarding the 224/224. nothing wrong with single plane, and on a 114, it will drive nicely and tune easily. Would end up a bit tamer than the EPS it it's cut on a 114 and a bit more aggressive than the EPS if it's cut on a 112
Another interesting option for you to consider is the BTR Stage 3 truck cam at 218/224-110. The idle and manners will be somewhat between the EPS 222 and EPS 226. You would have tons of torque right off idle. Just get over the idea that it's a "truck" cam.
Edit - after re-reading your post, I think I like the truck cam more and more. It will build good cylinder pressure at stock compression. It will work fine with stock LS6 springs, but if you fit it with PSI 1511 springs and lightened tool steel retainers, you would have a very long lasting valvetrain that is over a pound lighter than stock, so it will rev to 6800 without issue and be very responsive.
Thanks for your input, Darth! The truck cam has a nice idle to it in the video on BTR's site. I am a little hesitant on the .550" lift vs going up to .600". After thinking more about valve spring life, that may not be as high of consideration. Getting 50k miles out of the springs would give us 2 decades worth of driving (~2500 miles/year). Talking with the vendors it seems like beehives would have no problem lasting that long. Many seem to be recommending duals, even for the .600" lift ones discussed. Not sure if those are warranted, or if a PSI 1511 or PAC 1218 would be plenty?
Any thoughts on about how much power we would be leaving on the table with the HLHC or truck cam vs the 222/226-113+2?
Ls6 top end unless your dead set on a lopey idle. And dont fear the gear 3.90s minimum. Fwiw i ran 4.30s with my ls6 setup.
Appreciate the input but we will not be pulling the heads, are dead set on a lope idle, and not sure I'd go to the trouble of a cam swap just to put a stock LS6 cam in. No fear of the gear, but not going to put money into the 10 bolt, and not in the budget for a new rear.
I'll also add both Geoff and Martin Smallwood recommended a 222/226-113+2. Martin sure is a very knowledgeable and helpful guy. I know they both have their proprietary lobe designs. Not sure if there is a significant difference between them or not, I assume all the reputable shops have a top notch lobe design by now.
Yes pretty close, they are all somewhat close. I put this together based on an online calculator. I checked it against the cam card for my 226/230 and it was within 0.5° or so.
Fwiw we have 2 customers now that made high 300s and 1 that made 400 rwhp (3400 stalled auto and ported 243s prc 2.5) with the high lift hot cam. Super fun to drive and the power is there. The exhaust duration keeps the cam pulling longer while the lower intake duration helps with vacuum and cruise with ANY gear esp in 6spd car. 0 bucking or surging and better vacuum means you can add more timing at cruise and gain HP while feeling peppier as well. It also works with Beehives to keep cost down. Its such a popular grind that other companies are hopping on board the high lift hot cam specs train as well.
It makes great torque everywhere as others have said from personal experience. But also, when just comparing @.050, you lose alot of information. I believe we have more adv duration than some of your other cams you're looking at which means more lobe area itself so we dont need a very harsh lobe to make the lift as well making it way easier on any spring and less noisy also.
I second the WS6 store high lift hot cam. My LM7 with headers made 342hp and 326FTLB at the wheels with this cam. Bill
Good to hear, I have never read where someone was disappointed with the HLHC.
Originally Posted by tech@WS6store
Fwiw we have 2 customers now that made high 300s and 1 that made 400 rwhp (3400 stalled auto and ported 243s prc 2.5) with the high lift hot cam. Super fun to drive and the power is there. The exhaust duration keeps the cam pulling longer while the lower intake duration helps with vacuum and cruise with ANY gear esp in 6spd car. 0 bucking or surging and better vacuum means you can add more timing at cruise and gain HP while feeling peppier as well. It also works with Beehives to keep cost down. Its such a popular grind that other companies are hopping on board the high lift hot cam specs train as well.
It makes great torque everywhere as others have said from personal experience. But also, when just comparing @.050, you lose alot of information. I believe we have more adv duration than some of your other cams you're looking at which means more lobe area itself so we dont need a very harsh lobe to make the lift as well making it way easier on any spring and less noisy also.
Thanks for chiming in, I had planned on giving you a call this afternoon to discuss. Are the high 300 numbers on stock heads?
I went with the ASA high lift cam from the WS6 store.
Same lift as their HLHC, but the duration is 226/236 with 110 deg lsa.
It has a really good sounding lope to it and has seriously good street manners in stop and go traffic.
There are some good idle clips you can listen to on Youtube.
Maybe give it a listen to.
I think he has settled on the HLHC. Getting our final parts list together and just wondering if it is a big mistake to leave the stock oil pump, timing chain/gears, and valve seals in there (40k mile engine)? Just not sure if the potential risks (pinched O-ring on the oil pickup tube, leaky oil pan gasket after dropping the pan just enough to get the pickup tube back in, and I have seen some have issues with the aftermarket valve seal install) out-weigh the benefits?
Your pump, gears, etc are fine. No need to change them out.
Some would, just because they are already into the engine, but you will be ok leaving them alone.
Your pump, gears, etc are fine. No need to change them out.
Some would, just because they are already into the engine, but you will be ok leaving them alone.
I have to agree. I've done a lot of research and although there is some "change it while you're in there" guys, the general consensus is if it's low mileage then don't worry. That's my .02
More back and forth, talked to my tuner today and he recommended a BTR stage 2 (227/238 .620"/.605" 113.5+2.5). Now it just happens that a good deal on a used one popped up. Any thoughts on that cam for our driveability goals? It has a good bit more duration than the others we were looking at. We don't want to sacrifice the street manners to save a few bucks.
We did also decide to do the oil pump, timing chain, and valve seals while we're in there.
Also most seem to be recommending dual springs, is there a major downfall to beehives that I'm missing?
I have the older version BTR stage 2. Pretty easy to drive with 3.42 gears. Some bucking crawling through a parking lot. Can lug it at 1200 rpm on the freeway.
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