Pulls were made from 3000rpms

 

Aside from what ForcedTQ mentioned...the tighter LSA will bring the torque on sooner, but it will also peter out sooner. A wider LSA will provide for a longer, flatter torque curve...if you notice, most aftermarket "truck" grinds have an LSA of 114 or 115, and Corey's 220/224 on a 115+5 makes torque "everywhere" as I've seen him state before (and know that he's a solid source ). The "+5" refers to how much advance is ground in, which will bring torque on sooner. Since his cam has a 115 LSA, and 5* of advance ground in, it has an ICL (Intake Center Line) of 110. My advice would be a cam like Corey's, maybe with even less duration considering how much heavier your vehicle is, and keep the LSA around 114 or 115 with 4 or 5* or advance ground in. I love recommending the Vinci Trucker with a 2600 converter in situations like this

 

What is said above. As you advance the cam the intake lobe is going to close sooner, which will affect Dynamic Compression ratio, causing it to go up. It will also cause the exhaust to open sooner, so you have to watch that the exhaust isn't opening too soon as that will allow combustion pressure to bleed off and not be used to push the piston down the hole. As long as you don't have too much overlap allowing a higher than optimal concentration of exhuast gas recirculation into the intake stroke, it will increase torque.

The Trucker looks to give a nice Dyno curve in a 6.0 that's for sure. Check out NicD's thread on it to see his comparison between a 5.3 and a 6.0 and a couple different camshafts.