Texas Speed (PRC) 5.3L stage 2.5 heads -- what cam?
06-27-2007, 12:19 AM
#81
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my combo is the prc stage 2.5 5.3l heads and tsp 233/239 cam. i am going to be running this combo with a vic jr intake and carb, but it should put out some nice numbers. with the same cam and a bbk intake and tb i put down 390hp through an unlocked tci ssf3500 stall, 3.73 gears and 26x11.5x15 hoosier qtp w/15psi and the car ran 11.8@115.
06-27-2007, 05:27 AM
#82
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I run the MS3 with these heads.....2.02 intake valve, 2.04 does not fit...
The power is SICK, but does not occur until very high in the power band...not very useable in my case for the street...
Therefore, I will be swapping her out for a G5X1 (228/232 112+4) and hopefully a 100-125 shot
Erik
The power is SICK, but does not occur until very high in the power band...not very useable in my case for the street...
Therefore, I will be swapping her out for a G5X1 (228/232 112+4) and hopefully a 100-125 shot
Erik
06-27-2007, 05:29 AM
#83
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Originally Posted by SMAX
my combo is the prc stage 2.5 5.3l heads and tsp 233/239 cam. i am going to be running this combo with a vic jr intake and carb, but it should put out some nice numbers. with the same cam and a bbk intake and tb i put down 390hp through an unlocked tci ssf3500 stall, 3.73 gears and 26x11.5x15 hoosier qtp w/15psi and the car ran 11.8@115.
For something like this, I would go with something with a higher top end like the MS3, that intake would SHINE and that car would move out man...sounds like it sees some track...that s what I would go with I think you'd love it, and no flycutting.
06-27-2007, 08:50 AM
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well um, I run the MS3, big mother, no problems @7200 RPM...again though you HAVE to have the 2.02 intake valve...the 2.04 WILL NOT CLEAR....If I were you I'd ditch that 233/239 and buy my MS3...pm me if you want to talk...
E
E
06-27-2007, 01:00 PM
#89
Originally Posted by erikthegoalie
Yeah the DCR is low with the MS3 as well....in the 7's I believe...not that great for a street car..but the thing hauls at the top end...WHOOO
Are you sure?
He said a 233/239 cam was around 8.4...+/-
He spec'd out a cam that put me up to 8.7.
If it was in the 7's...I think the car would be a DOG..& you would be able to run it on dog water.
The cam profile he spec'd for me was actually very similar to an MS3 in terms of duration a .050 & lift #'s, but was on a 111..This cam was also set up for a 383..So I don't know how useful that is..
But I want to reiterate is that my experience with what does work as far as SOTP & overall driveability RWHP#'s are MS4's & Torquer's assuming the rest of the combo is correct in terms of bolt ons & gears.
It all comes down to the competency of the tuner.
06-27-2007, 04:11 PM
#90
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rollmaster double adjustable timing chain Well I have found a great deal on a used rollmaster double adjustable timing chain and torrington bearing. It will clear the ls6 oil pump when I get it. It was used for only 6000 miles and I am sending the money order for $60 tomorrow.
EDIT: I CAN RE-USE THE 4 STOCK BOLTS (in the lower right hand corner of this photo), RIGHT?
EDIT: I CAN RE-USE THE 4 STOCK BOLTS (in the lower right hand corner of this photo), RIGHT?
06-27-2007, 04:41 PM
#91
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Originally Posted by BYE RICE
DCR in the 7's?
Are you sure?
He said a 233/239 cam was around 8.4...+/-
He spec'd out a cam that put me up to 8.7.
If it was in the 7's...I think the car would be a DOG..& you would be able to run it on dog water.
The cam profile he spec'd for me was actually very similar to an MS3 in terms of duration a .050 & lift #'s, but was on a 111..This cam was also set up for a 383..So I don't know how useful that is..
But I want to reiterate is that my experience with what does work as far as SOTP & overall driveability RWHP#'s are MS4's & Torquer's assuming the rest of the combo is correct in terms of bolt ons & gears.
It all comes down to the competency of the tuner.
Are you sure?
He said a 233/239 cam was around 8.4...+/-
He spec'd out a cam that put me up to 8.7.
If it was in the 7's...I think the car would be a DOG..& you would be able to run it on dog water.
The cam profile he spec'd for me was actually very similar to an MS3 in terms of duration a .050 & lift #'s, but was on a 111..This cam was also set up for a 383..So I don't know how useful that is..
But I want to reiterate is that my experience with what does work as far as SOTP & overall driveability RWHP#'s are MS4's & Torquer's assuming the rest of the combo is correct in terms of bolt ons & gears.
It all comes down to the competency of the tuner.
It is a dog down low, that is why I am swapping
06-27-2007, 06:38 PM
#92
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Originally Posted by erikthegoalie
well um, I run the MS3, big mother, no problems @7200 RPM...again though you HAVE to have the 2.02 intake valve...the 2.04 WILL NOT CLEAR....If I were you I'd ditch that 233/239 and buy my MS3...pm me if you want to talk...
E
E
06-27-2007, 11:44 PM
#94
Originally Posted by Jason 98 TA
I would put the new 2.5 5.3l cylinder heads up against ANY stock casting cylinder heads on the market! I could tell you guys several stories where customers have replaced the stage 2.5 cylinder heads with aftermarket casting big money cylinder heads for next to no hp gains!
With our complete cnc porting & cnc valve job process our cylinder heads are one of the most consistant cylinder heads available! It's no wonder the PRC cylinder heads consitantly kick the crap out of the competitors stock castings, PRC uses the same cnc porting machines & cnc valve job machines as AFR uses but in a cylinder head costing half the money!
Our cnc process gives us the ability to keep valve jobs identical within .0004" and reproduce each port consistantly with virtually no runout!
With our complete cnc porting & cnc valve job process our cylinder heads are one of the most consistant cylinder heads available! It's no wonder the PRC cylinder heads consitantly kick the crap out of the competitors stock castings, PRC uses the same cnc porting machines & cnc valve job machines as AFR uses but in a cylinder head costing half the money!
Our cnc process gives us the ability to keep valve jobs identical within .0004" and reproduce each port consistantly with virtually no runout!
06-29-2007, 10:30 AM
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Originally Posted by a-low
I would also like to know,since I'm gonna replace my timing set.
06-29-2007, 10:33 AM
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Now bolt the cam gear to the cam using the old 3 10mm bolts, again, placing locktite on the threads. These should be torqued to 26lbft.
06-29-2007, 06:22 PM
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Originally Posted by a-low
Thanks. Now I heard a double roller set will sometimes interfear with underdrive pulleys. I just ordered a asp pulley and was wondering if anyone has had this problem.
I installed a double roller timing chain and it seems my ASP underdrive pulley is interfering with the oil pump. Is this right?
Yes, in some circumstances (especially when using a corvette ASP pulley), the ASP pulley will need to be machined for clearance when using a double roller timing chain. The picture on the right illustrates the machining required.
Yes, in some circumstances (especially when using a corvette ASP pulley), the ASP pulley will need to be machined for clearance when using a double roller timing chain. The picture on the right illustrates the machining required.
