sharpshooter

iTrader: (10)

5600 lbs

11.9 pass was on 19 degrees

George C....

if its worth anything for comparison for where you guys are

5.3ho with TFS heads
JFR 218/218 570/570 112
11-12 psi
1.75 headers, dual 2.5 into single 4" exhaust
18* timing above 5200 and 16* up to that point
made 540/554 sae on dynojet
truck is a full weight crewcab and driver is 200lbs
truck on scales came in at 5680 without driver
342 gears crossing traps top of 3rd with 6l80e

truck has trapped 113 first time out

Vortec350ss

iTrader: (20)

Part of the reason the boost is high is because its a small cam for that engine and blower. A lot of guys who go 'max effort' with a procharger also have a little overlap in their cam. If it had more cam to make the engine more efficient at higher RPM boost would be lower as well. As it sits with a stock converter I wouldnt touch the cam... but as you loosen things up my mind may wander a litte

George C....

wouldnt exactly say its a small cam, when the cam i tossed in the motor was spec'd for a 6.0 but it does have more lift

when i went from the stock catback with muffler in place to the 4" exhaust i dropped 1-1.5 psi thru the range

also the JFR cam is a turbo cam that i just happend to have on shelf so slapped it in the motor cause of the stock DOD/VVT issues

pewterliftedz

iTrader: (4)

Another thought that I learned over on the mustang site is adding a wastegate to centri superchargers. It allows you to over pulley the setup, to get boost quicker, and maintain the psi of your spring choice. Might be an idea for you two, so you can rev higher.

Mangled03gmc

iTrader: (95)

Damn Russ I thought you went in the 11's and I was not aware that white truck sold to a new owner. I actually forget who owned it

Vortec350ss

iTrader: (20)

I was talking about the trucker in the 6.0.

But yes, your exhaust side is small.

George C....

i was aware you were talking about the trucker in that 6.0 and thats why i stated its not all that small just has low lift for the setup



incorrect, if you look at the flow rates of the TFS 220s youll see why a single pattern works very well in this application.
if i would post the dyno graph you would wonder why such a small cam carries so far and why other cams drop off fast being slightly larger
I shift at 6700 not cause power is way past drop off, i shift there for stock fuel system not keeping up and blower dropping off. This cam and head package can shift at 7000 and be very happy if had more head unit and fuel supply

This is what is great about the internet, everyone knows everything for everyone combo. Sit back and think of all 3 combos and look to see who is making the more impressive power vs the others. It comes down to combination of parts used as a whole not just one item

Its been proven over and over again huge cams arent always needed in every application

George C....

correct if you can reach full speed of blower and do it sooner in the powerband. youll have a stronger running setup by maintaining the power thru entire rpm range. I max my blower out on ratio to point i start losing boost at higher rpms but the trade off for this is power comes in sooner and makes for one hell of a tow rig