TR220 112 lsa vs TR220 114 lsa
 

being that 5.3 trucks are automatics, wouldn't we want a 114 lsa to broaden the powerband, so it doesn't peak so much, due to transmission gearing, helping move the vehicle longer and faster? as well as shift transition?

if in theory this is correct, then why is everyone running the 112?

I think that most people are running the 112 for the lope...just my theory. I've also come to the conclusion that a daily driver with a full exhaust (even an exhaust that flows well) should have a split duration with more on the exhaust side. For all out race with open headers or cut-outs, cams of equal in/ex duration are better suited.

i agree, that's totally what i was thinking on the 112 vs 114 thing, now having done research. Up until a few days ago, i was totally convinced on buying a 112, but now i'm thinking 114 is the place to be for an auto. and as for the split, again... i was convinced up until a day or so ago, that i was getting the tr220 single pattern cam, but now i'm leaning towards some vhp or comp split pattern grinds. we'll see.

I like my TR220 114 :drive: :devil:

I've seen a back to back dyno comparison between a 112 and 114 seperation. The 114 lossed midrange torque and both camshafts peaked at relatively the same rpm.
You can't always follow those ancient rules of advance does this and, wide lobe seperation angles flatten out the torque curve. These ideas do not apply to every application.

I'd go with a TR220 and request a 110*lsa w/ 0* advance or better known as straight up.

i talked to thunder racing today... and he says all the tr220's are built with 4 degrees advance, and he'd reccomend the 114. power will peak at 6000 he said, and i should shift at 6200. which makes sense looking at bluecajun5.3's dyno sheet. ( he says he's shifting at 6500, sometimes 6700..... i dunno about all that.... )

so that being said........ can you get ahold of those two dyno sheets for me so i can see exactly what your'e talking about. how much torque loss did you see? and where was the peak power made on those engines?

110 lsa huh? that might peak real fast for an automatic.

I don't have the graph saved anymore. Almost all of their camshafts are built with 4* advance except for the TR230/224-111. It is straight up, on a 111icl.
Your not going to want to shift 200rpm past peak unless you have a hellacious shift extension. When you're looking at a dyno graph you want to keep in a power range that makes the most average hp.
Most 3,000 stall converters have a 2000rpm drop. Shifting at 6200rpm falls back to 4200rpm. Look at a dyno graph. The hp is pretty low here... nothing like peak hp or slightly after.
A 220-110*+0 would work better than a 220-112+4. Overlap is going to be free power in this example.

220/220 .581/.581 110 (Comp xe-r)
224/224 .556/.556 112 (TR lobe)
Same overlap @ .05''... or near the same amount of "lope".

the only time i shift at 6700 is when i hold it back in 1st and the tires are spinning like crazy, i let the motor catch up to the tires and ride it out, hitting the fuel shut off once or twice then hit second and it rolls out. on my dyno sheet, the hp starts falling @ 5700, that's because my exaust is restricting me. it has tons of bottom and mid end but no top end. that's why i can gain 3/10's and 2mph by just unbolting the exaust at the y pipe. sport is right about the shift extensions. you spin the motor up so when it shifts to the next gear, it's at the motor's sweet spot. also i cross the traps at my peak hp (5700 in third) now do you understand why you have to turn these cam so much...

also 112 will give you more bottom end torque. but 114 will give you a better, smother idle.

Did they mention why the 114 vs 112? Was it because of the automatic like you mentioned, or was it for the torque/wider powerband that a heavier truck needs (or both)