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Gotcha thanks for the update. Ya my friend ordered a rotating assembly back in Jan and is still waiting on the rods. When I looked for a cam it seemed none of the cam kits were in stock and didnt have the suggestion box as shown above, perhaps the valve springs or something are backed up as well.
Gotcha thanks for the update. Ya my friend ordered a rotating assembly back in Jan and is still waiting on the rods. When I looked for a cam it seemed none of the cam kits were in stock and didnt have the suggestion box as shown above, perhaps the valve springs or something are backed up as well.
Yes, if it's a cam kit...it could very well be held up by valve springs. If it's a dual spring cam kit, it could be the TFS-2500286P Duals that are holding them up. If that's the case, subbing to the BTR duals is a good move. Both springs made by PAC.
Yes, if it's a cam kit...it could very well be held up by valve springs. If it's a dual spring cam kit, it could be the TFS-2500286P Duals that are holding them up. If that's the case, subbing to the BTR duals is a good move. Both springs made by PAC.
Have zero desire to support BTR after his shenanigans.
We won't dive into that but we do have other options for you. Any of these are good for .600" lift. Some are for that .660" plus range. We'll list them out for you with current pricing as of 3/26/21. Prices are subject to change. - Lunati: LUN-73925K1 at $264
- PAC: RSC-PAC-KS15 at $404.59
- PAC: RSC-PAC-KS16 at $414.96
- Cam Motion: CXM-VSK142201 at $229.00
- Trickflow: TFS-2500280 at $219.99
- Comp Cams: CCA-26925CS-KIT at $332.99
- Summit: SME-174003 at $179.99
Dear Summit... what about a "high lift" version of the SUM-8718R1 (Truck Tow/RV)?
Sounds like a good idea. There is another one we've been pontificating that would be VERY interesting. We'll get them in process. Thank you for your input!
BTR recently pulled a dick move on Tick, they showed their *** and will lose money because of it. This is at least the second time BTR has had an issue being a retard on the interwebs, previously his employee John Bewley was caught lying multiple times.
BTR recently pulled a dick move on Tick, they showed their *** and will lose money because of it. This is at least the second time BTR has had an issue being a retard on the interwebs, previously his employee John Bewley was caught lying multiple times.
Oh. Must be on Facebook or something. I don't really pay attention to the Brian Tooley cult.
I've got so many cam specs going through my head right now, I thought I better ask here as a ton of great advice is given out.
I'm currently building an 05 lq4 6.0 and will be putting flat top Pistons in it and stock 317 heads should be about 10:1cr. Will be going in a 72 chevy 4wd stepside running 33-35" tires. I live at 6400ft of altitude and see sometimes 9k to 10k da in the summer. I don't know if that changes the recommendation or not.
Truck will be a weekend driver so drivability is not a huge issue, and hopefully by the end of the year will be installing a single turbo. I'm willing to go with up to 3000 stall conv and it will never haul or tow anything. Power goal is 600ish and only have 91 octane available.
Should I go with a turbo cam or truck cam? Are my goals unreasonable?
You want plenty of low end torque for a 4x4 truck, and a truck cam will deliver that. Besides which, it will work great with a turbo. A stock one would too.
As Richard Holdener says, any cam is a turbo cam, because a turbo just multiplies whatever you already have.
You want plenty of low end torque for a 4x4 truck, and a truck cam will deliver that. Besides which, it will work great with a turbo. A stock one would too.
As Richard Holdener says, any cam is a turbo cam, because a turbo just multiplies whatever you already have.
A 1972 Chevy truck weighs less than a modern sedan and its if geared right a 4 cylinder can spin 35's.
Yeah I have zero idea of weight of it, I could only find 2wd stepsides and they were 35-3600lbs. So I'd assume around 4000??
You're likely close, and SLOW SEDAN is right. Older trucks aren't as heavy as I thought. That said, I still think you should look into the truck cams. VERY flexible, which you want when 4-wheeling,regardless of truck weight.
I've got so many cam specs going through my head right now, I thought I better ask here as a ton of great advice is given out.
I'm currently building an 05 lq4 6.0 and will be putting flat top Pistons in it and stock 317 heads should be about 10:1cr. Will be going in a 72 chevy 4wd stepside running 33-35" tires. I live at 6400ft of altitude and see sometimes 9k to 10k da in the summer. I don't know if that changes the recommendation or not.
Truck will be a weekend driver so drivability is not a huge issue, and hopefully by the end of the year will be installing a single turbo. I'm willing to go with up to 3000 stall conv and it will never haul or tow anything. Power goal is 600ish and only have 91 octane available.
Should I go with a turbo cam or truck cam? Are my goals unreasonable?
I'll give a data point:
I run an LQ4 (stock compression, but CNC'd heads) in a 72 GMC Jimmy, 4L65e, 4.56 gears with 33s. I had a cam on the shelf, so I used it: 223/231, .637/.617, I think 114+3. paired with a Yank Pro truck 3200. (I have the supporting mods.. intake, headers/exhaust, injectors, Holley EFI) This combo is great for me, slight lope, but no surging, will be happy in stop and go for hours, drives cool. The truck goes 0-60 in 4.5 seconds, happy with this.
So something in that range isn't too much, as long as you pair it well with the converter and gears.
I run an LQ4 (stock compression, but CNC'd heads) in a 72 GMC Jimmy, 4L65e, 4.56 gears with 33s. I had a cam on the shelf, so I used it: 223/231, .637/.617, I think 114+3. paired with a Yank Pro truck 3200. (I have the supporting mods.. intake, headers/exhaust, injectors, Holley EFI) This combo is great for me, slight lope, but no surging, will be happy in stop and go for hours, drives cool. The truck goes 0-60 in 4.5 seconds, happy with this.
So something in that range isn't too much, as long as you pair it well with the converter and gears.
That's some great results with that. I just wonder how elevation ties into cam selection? Im sure it will matter less when the turbo is installed. I know the 6.0 can get away with bigger cams vs the two smaller displacements also
I'll be using the nnbs intake which is the same as the trail blazer. And cheap eBay shorty headers untill the swap. Thank you for adding
I've got so many cam specs going through my head right now, I thought I better ask here as a ton of great advice is given out.
I'm currently building an 05 lq4 6.0 and will be putting flat top Pistons in it and stock 317 heads should be about 10:1cr. Will be going in a 72 chevy 4wd stepside running 33-35" tires. I live at 6400ft of altitude and see sometimes 9k to 10k da in the summer. I don't know if that changes the recommendation or not.
Truck will be a weekend driver so drivability is not a huge issue, and hopefully by the end of the year will be installing a single turbo. I'm willing to go with up to 3000 stall conv and it will never haul or tow anything. Power goal is 600ish and only have 91 octane available.
Should I go with a turbo cam or truck cam? Are my goals unreasonable?
Thanks for checking in on the thread for a cam recommendation. The community has provided some good advice for you.
You've provided a good amount of combo info along with your goals. Altitude does change up things when we're recommending a cam. The air is not going to be good up there. To help counter the poor air we like to try and boost compression and or cylinder pressure. Obviously, you'll need the Octane to support it.
A cam we're thinking of is our Pro LS stage 2 high-lift truck cam. That's part number SUM-8720R1 with specs of .600/.600, 218/227, 112+2 with -1* of overlap. This will have a fairly mild idle with its -1* IVO. You can get a noticeable lope with a low idle speed. The combined 39* IVC and 46* EVO will help boost dynamic compression and cylinder pressure. This will help keep the engine from feeling lazy in the poor air. By keeping the EVC at 0* ATDC we limit overlap and help prevent exhaust reversion from getting back into the intake. This is a plus for throwing boost at it.
The 8720R1 will be plenty happy to spin up to 6,500+ with a good .600 lift beehive. We carry the PAC 1218 beehive through Trickflow as TFS-16918-16. If you're one for added insurance go with the TFS-2500286 duals. You could use the stock converter with this cam. However, a 2,500+ converter would be a plus.
If you want something with more bark to it there's another option we could see working here. Our stage 3 truck cam is what we have in mind. That's part number SUM-8713R1 with specs of .550/.550, 222/232, 112+5 with 3* of overlap. This will shift the powerband up a bit by opening the exhaust valve fairly early at 53* BBDC vs. the 46* of the stage 2. It'll keep cylinder pressure up by drawing the IVC back another degree to 38*. You'll also get a nice steady lope at idle if that's something you're after with the 4* IVO.
The stage 3 would be happy with budget-friendly LS6 springs. For an upgrade, you could go with the previously mentioned TFS-16918-16 beehives. You'll certainly need a higher stall converter here. We recommend a minimum of a 2,500 converter.
Something else you could do to boost compression is put in a thinner head gasket like a .040" Cometic. That would boost static compression to right around 10.5:1. This is a respectable target for use with 91 Octane. By reducing the head gasket thickness you're also decreasing the quench distance. This will help reduce the chance of knock which is a plus for when you're in poor air.
If you have any further questions don't hesitate to ask us here or shoot us a PM!
03-16-2021, 05:09 PM
