Mild cam needed
Mild cam needed I know the usual "Call a cam company" BUT I feel like sometimes they want to sell you what they have on the shelf, because its on the shelf. I am going to swap my 88 Iroc-z with a T56 and an LC9 short block I picked up recently. I need heads still but I think I read that I want 799/243 so I am looking for some now. I don't need anything wild or super choppy and don't plan to race it. It will be a weekend cruiser. I have a Scoggin dickey LS6 power max cam that is new but I am not 100% certain what cam this is. I am pretty new to this stuff so thanks for any help y'all can offer.
On The Tree
Joined: Feb 2022
Posts: 196
Likes: 72
From: Grand Rapids, MI
Hop on Texas speed or Brian Tooley racing and look at their offerings, they sort by engine size, and familiarize yourself with the specs relative to engine size.
Personally, on a combo like this I would run something along the lines of 220in/225ex .600 lift and 114LSA. All at .050 lift. I do prefer milder cams though. I drive a lot!
Would get real good gains up top and not sacrifice too much down low to help with drivability with the manual trans. Would keep good vacuum for your brakes and tune easily.
Personally, on a combo like this I would run something along the lines of 220in/225ex .600 lift and 114LSA. All at .050 lift. I do prefer milder cams though. I drive a lot!
Would get real good gains up top and not sacrifice too much down low to help with drivability with the manual trans. Would keep good vacuum for your brakes and tune easily.
TECH Resident
Joined: Jun 2011
Posts: 936
Likes: 472
Cammotion actually does the best at delineating by engine size (as well as port-type and engine configuration).
https://cammotion.com/camshafts/truck-camshafts/
https://cammotion.com/camshafts/truck-camshafts/
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Sounds like a decent mild blower cam. No way I'd use it n/a.
In the OP's case I'd look to the old tried and true 224/228 on a 115 or 116 LSA with enough advance to see low to mid 8's for a DCR. Get Cam Motion to grind it with .600 lift on both sides. Probably bump the static CR to 11:1 or so if 93 octane is available. Thinner head gaskets and/or milled heads to get there.
Marketing 101 says you have to have "new and improved" every few years to stay ahead of the market. That's where these big splits come in. Absolutely unnecessary with catty port heads. You won't sell a lot of 224/228 cams these days. They actually fit a lot of situations though. Someone got it right 25 years ago.
In the OP's case I'd look to the old tried and true 224/228 on a 115 or 116 LSA with enough advance to see low to mid 8's for a DCR. Get Cam Motion to grind it with .600 lift on both sides. Probably bump the static CR to 11:1 or so if 93 octane is available. Thinner head gaskets and/or milled heads to get there.
Marketing 101 says you have to have "new and improved" every few years to stay ahead of the market. That's where these big splits come in. Absolutely unnecessary with catty port heads. You won't sell a lot of 224/228 cams these days. They actually fit a lot of situations though. Someone got it right 25 years ago.
TECH Resident
Joined: Jun 2011
Posts: 936
Likes: 472
OP, you need to tell us your rear gear and whether it's a close or wide ratio T56.
Although with the rest of the information, the SDPC LS6 Powermax should work regardless. Mild idle, excellent driveability (in a 3500lb car) even with numerically low gears, easily over 400hp at the crank with the right exhaust and tune.
Although with the rest of the information, the SDPC LS6 Powermax should work regardless. Mild idle, excellent driveability (in a 3500lb car) even with numerically low gears, easily over 400hp at the crank with the right exhaust and tune.
TECH Senior Member
Joined: Jun 2016
Posts: 22,298
Likes: 3,619
From: Central Cal.
You build in a static number to end up with a usable dynamic number.
Or am I wrong?
TECH Enthusiast
Joined: Aug 2021
Posts: 507
Likes: 190
Flat Top Piston HI "G" yes, correct. The Flat Top Piston is the strongest and least expensive though if used it can result in a HIGH C/R.
When combined with a LONG stroke engine MY camshaft "spec" will allow for a 12:1 engine to run well with pump fuel.
Lance
When combined with a LONG stroke engine MY camshaft "spec" will allow for a 12:1 engine to run well with pump fuel.
Lance
In your situation, I'd shoot for low 11's for a static CR and low to mid 8's for a DCR. Assuming 93 octane is available. You can get your static where you want it with a combo of 317 or 243 heads, head gasket thickness, and head milling. Get that nailed and cam timing can get you the DCR you want.
Use cam overlap to set the drivability you want. For a street driven 5.3L, I'd shoot for a little negative overlap. You limit your HP above 5500 rpm in exchange for good steetability. Cam motion can grind just about any duration, LSA, and lift you can come up with. Their cams are easy on the valve train too.
Use cam overlap to set the drivability you want. For a street driven 5.3L, I'd shoot for a little negative overlap. You limit your HP above 5500 rpm in exchange for good steetability. Cam motion can grind just about any duration, LSA, and lift you can come up with. Their cams are easy on the valve train too.