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Not sure why you would need 1219s for a cam with that low of a lift unless somehow the ramps were really aggressive.
For your 402, the Vinci and Summit are so close, it's there's really not going to be a noticeable difference. I'd go with the less expensive option.
The Tick will have a slightly smoother idle with a little more vacuum. But again, with a 402+ it won't have the same impact as it would on say a 6.2 or 5.3. It'll definitely leave some mid-range and top end power on the table due to both the intake duration and the lift on both lobes compared to the other two. If you were concerned about catalysts and running a little cleaner on emissions than it'd have an advantage due to less overlap. It's a small cam for an engine that size.
The Tick 214/224 cam will be very smooth compared to the other two options with its -9 overlap. I saw a decent difference on the same car (5.7) with similar cams between -10 and -7 overlap. The difference between -9 and -1.5 would be pretty big. Although a 6.0 can absorb more cam than a 5.7.
IVC is good for low down performance with that Tick cam too. I was going to try this Mast 214/222 .600/.600 cam with CNC ported 241 and a FAST 92 in another 5.7 project, but it didn't come to be. Sort of similar. So, I would pick the Tick out of those 3.
The Tick 214/224 cam will be very smooth compared to the other two options with its -9 overlap. I saw a decent difference on the same car (5.7) with similar cams between -10 and -7 overlap. The difference between -9 and -1.5 would be pretty big. Although a 6.0 can absorb more cam than a 5.7.
Agree this would be significant with a 6.0L OP is building a stroked 6.0, so its over 6.6L even without an overbore. The delta in idle quality with ~1L more going from -9 to -1.5OL, won't be as dramatic as a 5.7L for the reasons stated above. It'd be similar to comparing the behavior of a camshaft in a 4.8 vs. 5.7. As a matter of fact, the 6.6L with -1.5.OL would idle slightly better than a 5.7L with -9 overlap.
Agree this would be significant with a 6.0L OP is building a stroked 6.0, so its over 6.6L even without an overbore. The delta in idle quality with ~1L more going from -9 to -1.5OL, won't be as dramatic as a 5.7L for the reasons stated above. It'd be similar to comparing the behavior of a camshaft in a 4.8 vs. 5.7. As a matter of fact, the 6.6L with -1.5.OL would idle slightly better than a 5.7L with -9 overlap.
Wouldn't surprise me if that was the case with a 6.6 vs a 5.7 Actually, I just realised my reply may have sounded like I was saying that overlap was a reason to choose the Tick, it was more of an observation of the specs of the 3 cams. I assumed the OP is really chasing low to mid range to move a heavy truck. Out of just those 3 choices, I felt the Tick would do it best and is similar to that cam I was looking at with the same goal of low to mid range performance.
I wouldn't use the 706 heads on that big of an engine. The 317 heads milled .030" would work well. The 317s and 243s have the same intake ports and valves. Milled.030", the 317 gives you slightly less compression than 243s, but cost a few hundred $$ less. You can leave the 317 heads stock, or mill them up to .030" safely. That allows you to adjust the compression, as you want.
I like the Summit cam with the slightly higher lift. Even though stock cathedral heads "stall" at .550" lift, a .600" lift cam will make more power. A .600" lift cam is at .550" lift for a longer amount of time than a .550" cam. That little bit of extra lift makes a difference. Summit also has a really nice dual spring kit for .600" lift cams. This should be the part number: SME-174003.
Slughtly off topic, but not much. Not cam related-BUT-One thing I want to mention, and I don't mean to offend you, so if you already know this, great. But whatever you do, when building this engine, be certain to blow out all the blind holes. This holds true for any blind holes any equipment has that will have bolts or studs threaded into it. Many blocks have been cracked because guys failed to ensure no oil or antifreeze remained in the threaded holes. Just a friendly bit of advice.....
WCCH data from another forum below indicates stock 317s stall somewhere between .600" and .625". Likely due to a combination of the larger bore (less shrouding) and bigger valves (larger throat area) compared to the heads designed for the smaller bore displacements. However as stated, valve lift beyond stall can still increase power @ WOT.
---------------------------------------------------------------------------------------------------------------------------------------------------------------- "Stock 6.0l head flow data
Here’s some results of a recent flow test of a #317 casting. The head looked to be pretty average as far as core shift goes. I tested the two center cylinders. Interesting to note how the second intake port tested flowed extremely well to .450” lift, then settled back down to it’s peak average. The test was performed on a SF600 flow bench.
Intake runner volume = 208.5cc
Exhaust runner volume = 77.0cc
Combustion chamber volume = 72.4cc
Test bore dia. = 4.030”
The intake ports were tested with a radius flow plate and cyl. #1&2 exhaust ports were tested with a 2.0” stub pipe."
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