straight from ProCharger:

 

Based on ranwalk's success, I contacted Allan @ Futral for suggestions...here is his reply:

 

I would agree with those numbers for sure.

 

I just read this whole post and thought Id throw in.

Take advantage of the stall and try to leave at a higher rpm. I think building boost earlier would help to stall higher especially since its a procharger.
I would go 222 duration .59 lift on a 116 lsa. The lift and lsa will help the procharger shine at higher rpms without killing abilities down low and also without bleeding off boost. Duration works with the lsa to find a happy medium in your power band too much and you wont be able to leave at a high enough rpm too little and you dont get the benefits down the track.

The more power you make off the line the higher you can stall but there is that line where you move it down too far and you loose out on the big end and your shift extensions arent right. I think the 212/218 falls into that category.

222 duration .59 lift on a 116 lsa similar valve events to the lpe gt2-3

match the exhaust size also Ive never agreed with the 3" true duals and big 3" collectors even on an FI 5.3 I think the motor is too small.

 

With a blower on a small motor, you won't need a lot of intake duration, but you'll want the exhaust lobe to be appropriate to handle the amount of power made. That means a fairly large split. Also, with a blower, you'll want to limit your overlap to around 0 degrees at .050", but you don't want to go with too wide of LSA...the resulting early exhaust valve opening will bleed off too much cylinder pressure.

212/230 .580/.592 112LSA +2 (ground with Comp XFI/XE-R lobes)

Don't let the 112LSA fool you. This cam has only -3 degrees of overlap at .050" which will limit the bleed off of boost and the narrower LSA will also keep the large exhaust duration from opening too early.

 

That's a whole lot of exhaust duration for a 5.3L with stock exh. manifolds imo.

 

I do have headers, didn't realize I didn't have them listed in my sig...
Not longtubes though...

 

I knew that he had headers, thus the recommended specs, but you bring up a good point.

When using stock manifolds and cats, it's very important to have lots of duration and an even earlier exhaust valve opening point. Log manifolds don't breathe that well and need extra time to expell spent exhaust (think large duration). An earlier EVO helps out. Thunder Racing tested numerous grinds before they came up with the CheaTR cam. This cam (215/230 .600/.578 117LSA) is made specifically to run with stock manifolds and cats. While it's better suited for a high revving F-body or Vette, it can be ground with extra advance to make it work well with trucks.

 

With the added exhaust duration how does it effect the torque curve with both a higher lsa(like the cheater cam) and also lowering the lsa?

 

How would yall think the GT2-3 in a 6.0L with a Procharger would do in my truck. Thats what everybody recommended to me but I thought it would not have enough Duration for a 6.0L. I was thinkin about something bigger........


By the way this has been a great post so far......