Cam specs for procharged 416
11-26-2015, 12:37 PM
#1
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Cam specs for procharged 416
I have a 2011 Silverado that I am building a 416 for. I have a d1 that I want between 8-10psi on it. Trying to figure out what cam to go with. Truck has 33s, 4:10 gears and getting a 3300-3500 stall. Talked to tick performance and they recommended a 232/240 .620/.612 116+5. Any opinions on this or suggestions on another cam? Really want a good streetable truck.
11-27-2015, 01:29 AM
#2
That cam will probably work pretty good, but why something so radical for a truck with 33's. It's not like you're racing the damn thing. O'well, none of my business.
I think that d1sc would likely top at 12 psi on a combo like that with good heads and that cam. That would be spinning the d1sc at max speed.
For something I would refer to as daily driver type streetable, I'd probably go a tad smaller on the camshaft and keep the blower speed down to avoid any issues with the belt. Make it a reliable type deal around 450-500 rwhp and drive it. My opinion for a truck with 33's. Don't make your life miserable chasing big power, unless you have something else to drive.
I think that d1sc would likely top at 12 psi on a combo like that with good heads and that cam. That would be spinning the d1sc at max speed.
For something I would refer to as daily driver type streetable, I'd probably go a tad smaller on the camshaft and keep the blower speed down to avoid any issues with the belt. Make it a reliable type deal around 450-500 rwhp and drive it. My opinion for a truck with 33's. Don't make your life miserable chasing big power, unless you have something else to drive.
11-27-2015, 10:31 AM
#4
What heads are gonna be on this motor? But I agree with the others so far that is on the large-size considering the combination. I would focus on something that provides excellent wor I would focus on something that provides excellent torque down low, and let the pro charger do the work on the top and
11-27-2015, 10:58 AM
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I'm no expert but here is some quick theory on boosted cams. We all know a bigger intake and exhaust duration moves the torque curve up building more horsepower with the sacrifice of low end torque. However the LSA of the cam shapes how this happens.
Example in a 5.3:
The cam in a stock 5.3 LM7 is 190/191 duration with a 116 LSA and makes peak torque at 4,000 rpms.
A Comp Cams Thumpr cam is 219/233 duration with a 109 LSA and makes peak torque at the same 4,000 rpms as the stock LM7 cam. However it makes close to 50 more pounds of torque at that peak.
A cam like the LS9 cam is 211/233 duration with a 122.5 LSA @ 4,000 rpms is 10lbs of torque less than the stock 190/191 in the 5.3.
So what gives? How is it the bigger duration 219/233 makes more torque than the 211/233 cam? The LSA shapes the torque curve. With a low LSA you get strong mid range and with a high LSA you get much stronger top end. For example that smaller 211/233 cam makes close to the same peak power numbers as the bigger 219/233.
While a low LSA now looks very attractive here's the issue though, they are inefficient with boost. With a 109 LSA there is a ton of intake blow by into the exhaust compared to the 122.5 LSA.
Now with superchargers you have Screw and Centrifugal. Screw makes a ton of low end torque and Centrifugal makes a ton of peak horsepower. So even though a high 122.5 LSA cam makes very poor low end torque it doesn't matter with a screw supercharger cause they makes tons of low end torque and that 122.5 LSA is great in helping it be more efficient with top end power.
So what would happen if you used the high 122.5 LSA cam with a Centrifugal such as a Procharger? A guy I know tried it and it made 477hp @ 12psi with that LS9 cam in a 5.3. Great peak but here was the issue. My NA 5.3 was able to make more torque than his boosted engine even @ 4,000 rpms. Meaning if a drag race happened I would rail him until 35 mph before he would be able to begin closing the gap.
So what you have to do is strike a balance so you have better low end but you can't go too with too low an LSA because you'll get too much blow by with boost.
I think a 228/228 duration 0.600/0.600 lift with a 114 LSA is what you should shoot for to take advantage of what torque that 406 will have to offer.
https://www.texas-speed.com/p-1148-t...-camshaft.aspx
Example in a 5.3:
The cam in a stock 5.3 LM7 is 190/191 duration with a 116 LSA and makes peak torque at 4,000 rpms.
A Comp Cams Thumpr cam is 219/233 duration with a 109 LSA and makes peak torque at the same 4,000 rpms as the stock LM7 cam. However it makes close to 50 more pounds of torque at that peak.
A cam like the LS9 cam is 211/233 duration with a 122.5 LSA @ 4,000 rpms is 10lbs of torque less than the stock 190/191 in the 5.3.
So what gives? How is it the bigger duration 219/233 makes more torque than the 211/233 cam? The LSA shapes the torque curve. With a low LSA you get strong mid range and with a high LSA you get much stronger top end. For example that smaller 211/233 cam makes close to the same peak power numbers as the bigger 219/233.
While a low LSA now looks very attractive here's the issue though, they are inefficient with boost. With a 109 LSA there is a ton of intake blow by into the exhaust compared to the 122.5 LSA.
Now with superchargers you have Screw and Centrifugal. Screw makes a ton of low end torque and Centrifugal makes a ton of peak horsepower. So even though a high 122.5 LSA cam makes very poor low end torque it doesn't matter with a screw supercharger cause they makes tons of low end torque and that 122.5 LSA is great in helping it be more efficient with top end power.
So what would happen if you used the high 122.5 LSA cam with a Centrifugal such as a Procharger? A guy I know tried it and it made 477hp @ 12psi with that LS9 cam in a 5.3. Great peak but here was the issue. My NA 5.3 was able to make more torque than his boosted engine even @ 4,000 rpms. Meaning if a drag race happened I would rail him until 35 mph before he would be able to begin closing the gap.
So what you have to do is strike a balance so you have better low end but you can't go too with too low an LSA because you'll get too much blow by with boost.
I think a 228/228 duration 0.600/0.600 lift with a 114 LSA is what you should shoot for to take advantage of what torque that 406 will have to offer.
https://www.texas-speed.com/p-1148-t...-camshaft.aspx
11-28-2015, 01:41 AM
#6
I'm no expert but here is some quick theory on boosted cams. We all know a bigger intake and exhaust duration moves the torque curve up building more horsepower with the sacrifice of low end torque. However the LSA of the cam shapes how this happens.
Example in a 5.3:
The cam in a stock 5.3 LM7 is 190/191 duration with a 116 LSA and makes peak torque at 4,000 rpms.
A Comp Cams Thumpr cam is 219/233 duration with a 109 LSA and makes peak torque at the same 4,000 rpms as the stock LM7 cam. However it makes close to 50 more pounds of torque at that peak.
A cam like the LS9 cam is 211/233 duration with a 122.5 LSA @ 4,000 rpms is 10lbs of torque less than the stock 190/191 in the 5.3.
So what gives? How is it the bigger duration 219/233 makes more torque than the 211/233 cam? The LSA shapes the torque curve. With a low LSA you get strong mid range and with a high LSA you get much stronger top end. For example that smaller 211/233 cam makes close to the same peak power numbers as the bigger 219/233.
While a low LSA now looks very attractive here's the issue though, they are inefficient with boost. With a 109 LSA there is a ton of intake blow by into the exhaust compared to the 122.5 LSA.
Now with superchargers you have Screw and Centrifugal. Screw makes a ton of low end torque and Centrifugal makes a ton of peak horsepower. So even though a high 122.5 LSA cam makes very poor low end torque it doesn't matter with a screw supercharger cause they makes tons of low end torque and that 122.5 LSA is great in helping it be more efficient with top end power.
So what would happen if you used the high 122.5 LSA cam with a Centrifugal such as a Procharger? A guy I know tried it and it made 477hp @ 12psi with that LS9 cam in a 5.3. Great peak but here was the issue. My NA 5.3 was able to make more torque than his boosted engine even @ 4,000 rpms. Meaning if a drag race happened I would rail him until 35 mph before he would be able to begin closing the gap.
So what you have to do is strike a balance so you have better low end but you can't go too with too low an LSA because you'll get too much blow by with boost.
I think a 228/228 duration 0.600/0.600 lift with a 114 LSA is what you should shoot for to take advantage of what torque that 406 will have to offer.
https://www.texas-speed.com/p-1148-t...-camshaft.aspx
Example in a 5.3:
The cam in a stock 5.3 LM7 is 190/191 duration with a 116 LSA and makes peak torque at 4,000 rpms.
A Comp Cams Thumpr cam is 219/233 duration with a 109 LSA and makes peak torque at the same 4,000 rpms as the stock LM7 cam. However it makes close to 50 more pounds of torque at that peak.
A cam like the LS9 cam is 211/233 duration with a 122.5 LSA @ 4,000 rpms is 10lbs of torque less than the stock 190/191 in the 5.3.
So what gives? How is it the bigger duration 219/233 makes more torque than the 211/233 cam? The LSA shapes the torque curve. With a low LSA you get strong mid range and with a high LSA you get much stronger top end. For example that smaller 211/233 cam makes close to the same peak power numbers as the bigger 219/233.
While a low LSA now looks very attractive here's the issue though, they are inefficient with boost. With a 109 LSA there is a ton of intake blow by into the exhaust compared to the 122.5 LSA.
Now with superchargers you have Screw and Centrifugal. Screw makes a ton of low end torque and Centrifugal makes a ton of peak horsepower. So even though a high 122.5 LSA cam makes very poor low end torque it doesn't matter with a screw supercharger cause they makes tons of low end torque and that 122.5 LSA is great in helping it be more efficient with top end power.
So what would happen if you used the high 122.5 LSA cam with a Centrifugal such as a Procharger? A guy I know tried it and it made 477hp @ 12psi with that LS9 cam in a 5.3. Great peak but here was the issue. My NA 5.3 was able to make more torque than his boosted engine even @ 4,000 rpms. Meaning if a drag race happened I would rail him until 35 mph before he would be able to begin closing the gap.
So what you have to do is strike a balance so you have better low end but you can't go too with too low an LSA because you'll get too much blow by with boost.
I think a 228/228 duration 0.600/0.600 lift with a 114 LSA is what you should shoot for to take advantage of what torque that 406 will have to offer.
https://www.texas-speed.com/p-1148-t...-camshaft.aspx
11-28-2015, 07:13 AM
#7
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yeah the 416 might be overkill but I blew my 6.2 so why not? It's not much more money so I figured go ahead and get bigger. It's not my only vehicle but i do like driving it. Just want a fun truck. Most guys around here are into the diesel scene so a decently fast truck on 33s would be fun. I'm pretty good at understanding cams for NA vehicles but this boost stuff is all new to me. Sending the heads out to PRC to get ported. I know that I'll be leaving some power on the table but I really only want 600-650 RWHP. Figured ported heads and a decent cam on lower boost should do that easily
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