So I am trying to compare 2 cams. Now out of these two, which one would provide better torque at a lower RPM and possibly better HP Curve.
-Cam 1: 210/218 .551/.551 116+2 LSA, 114 ICL
-Cam 2: 212/218 .553/.553 113+2 LSA, 111 ICL

.....................................Cam 1............Cam 2
......Intake Duration @ .050...: 210-------------212
....Exhaust Duration @ .050...: 218-------------218
............Intake Lift @ .050...: .551------------.553
..........Exhaust Lift @ .050...: .551------------.553
................................LSA...: 116-------------113
..........................Advance...: (+2)-----------(+2)
..Intake Center Line @ .050...: 114-------------111
Exhaust Center Line @ .050...: 118-------------115
..Intake Valve Open @ .050...: (-9)-------------(-5)
..Intake Valve Close @ .050...: 39---------------37
.Exhaust Valve Open @ .050...: 47---------------44
Exhaust Valve Close @ .050...: (-9)------------(-6)
................Overlap @ .050...: (-14)-----------(-11)
..Intake Duration @ .004 Lift..: 272--------------264 @ .006
..Exhaust Duration @ .004 Lift: 280--------------270 @ .006
...................Overlap @ .006.: 48---------------41
...................Overlap @ .004.: 44
.Intake Duration @ .200 Lift...: 129
Exhaust Duration @ .200 Lift..: 135

 

Cam 1 is ground on Crane LSHR3 Intake and LSHR2 Exhaust Lobes
Cam 2 is ground on Comp Tri-Power Xtreme Lobes

I don't know if the type of lobes really matters, but posted it anyways.

 

Cam #2 will have better tq. Just get a cam specd to your setup.

Couldn't tell ya much about those lobes, not a big fan a comp cores so therefore I don't pay much attention to their lobes. Cam 2 has a more aggressive lobe.

 

I am having Pat G spec a cam for my needs. Just getting opinions. I am wanting Cam 2 and will have it ground on a Cam motion 8620 core if I decide to get it. Waiting on Pat G's Email back. I am wanting more grunt for towing and Cam 1, which I have now has lost a bit of lowend compared to stock. My heads are at PRC to have a Stage 1 LS6 port job done and mill but need to choose a cam first before I start milling away at them.

Tho Cam 1 dynoed at 414 HP at 5700 RPM and 409 TQ at 4700 RPM at the crank. Pulls great to 6200 rpm but lost TQ under 3400 RPM. I tow about 6600lbs so it makes it tuff. I heard the second cam is amazing and still pulls past 6k rpm. So at this point Cam 2 is my next option until I get the results from Pat G.

 

If you dropped the lsa down to a 113 or even a 112 on cam 1 it would make much better tq

I've been using only cam motion recently for cams and I am very happy with them.

 

lets say Cam 1 was cut on a 114+4 LSA with a 110 ICL. Would Cam 2 still perform better?

 

Did I miss which engine you have? I'm following this for info. I'm also looking at a cam swap, been eyeing the cam motion drop-in cams. I was just going to start a thread...

 

Pat is spot on with this one.

If you changed the LSA and ICL on cam 1 that much you are talking about a completely different cam, so yes.

What power range are you looking for power? In a heavy truck its a balancing act... you want nice manners and good off idle power, but a tighter LSA generally speaking lends itself to fatter bottom-mid range power assuming duration numbers are the same while hurting power immediately off idle and over rev.

If you want this thing to be snappy as hell without much concern for idle this is what I would spec:

214/218 111+3 .578/.570

Wouldn't have an overly aggressive idle, but it will certainly have a nice lope to it.

 

BTR Truck Stage 2- 212/218 @.050, 265/270 @.006, .553/.553 Lift, .325 lobe lift, 113+2, 111 ICL. IVC- 63 @.006 Ground on Comp Tr-Power Xtreme Lobes
Vinci 080 UltraTorque- 210/218 @.050, 276/284 @.006, .551/.551 lift, .324 lobe lift, 116+2, 114 ICL. IVC- 72 @.006 Ground on Crane LSHR3 Intake, LSHR2 Exhaust lobes.

I am probably gonna go with the BTR truck Stage 2. This cam adds more Static and Dynamic compression ( .5:1 higher than Vinci in both aspects) due to the Intake Valve Closing much sooner and the Intake Center Line to help with bottom end torque, even tho the Vinci 210/218 had more aggressive lobes.

5.3 engine, Stock Converter. I tow around 6500 lbs monthly. Rpm range is 1500-6000RPM. I am running PAC 1218 valve springs with Ti-17 Retainers. I would chose the BTR over Vinci so I don't have to mill the heads .035", the BTR only required 63cc chambers (mill .010") and a .045" head gasket. Specs are .038" Quench/Squish with 10.5:1 Static Compression and 8.5:1 Dynamic Compression on 91 octane.

The Vinci 210/218, according to my calculations would start building torque 500RPM higher than the BTR. I would of had to mill the heads to 59cc chambers to achieve my desired SCR and DCR.

Both cams will pull to 6,000-6,100 Max before the hp curve dies off. The BTR seems to start building higher torque around 2100 rpm and peak at 4500RPM and the Vinci around 2,600 and peak at 4700 RPM.

I currently have the Vinci 080 "UltraTorque" cam which was recommended by Roger Vinci, on the Dyno it made 415hp at 5700 rpm and 411tq at 4700rpm at the crank. It did loose lowend and is on the verge of needing a 2600 stall.

I was not very pleased when I recently talked to Roger about getting the 210/218 cam with same lobes ground on a 112+2 LSA. He keep sayin no that there is nothing wrong with his current cams. He keep saying the 116+2 LSA will provide the best lowend out of all the 210/218 cams he has available and that is why it is labeled the "UltraTorque", I shy'd away from his comments and decided that the BTR is a proven cam and is my number one choice at the moment.

I am currently waiting on Pat G. to send back his cam results on what he recommends. But he did say prior that the 212/218 @.050 cam is the right choice. It is now figuring out the LSA, ICL, Duration @.006. I told him my max lift would be around .580. So we will see hopefully sometime this week. I am pretty sure it will be a 212/218 with a lift between .550-.580 and a LSA of 113+2 or 112+2. I really don't want a ICL of less than 110 due to smog concerns in my state.

 

The ICL alone doesn't necessarily effect smog. It's the valve events. Your first post lays that out very well.

If it's smog you are worried about take a page out of the factory cams book. You need to center overlap on the intake stroke. That will also help with vacuum and idle quality. But it will require a very short intake duration, similar to the factory cams.