@@sstevocamaro lol, I dont have nearly enough watch time hours, I guess my popular videos are to short lol id be rich with that extra $20 a month though lol
The test we all need to see, is milling the heads in different increments for compression increases on that combo or another. I'm thinking .015 then .025 then .035 and so on. Richard Holdener PLEASE !! Thank You for all you do !
thank you for bringing up resonense tuning omg... i have an entire LS dream motor on thus sorta logic instead of the typical. i wish people would look at more exotic engineering on these than just Mijolnir for every solution lol
Man somehow I missed the muffler test the first time I watched this episode.This is important because if it’s in a street car it will have an exhaust with mufflers.also good test on 1 3/4 headers.Used to be 1 5/8 was good on 350 sb??Love your testing and analysis of why this is good and not the greatest too!!👍
My son just bought the cam for his 5.3 swap! Honed polish crank flat tops heads decked valves and springs! It’s going to be a mild N/A engine with rings gapped to later add boost if desired.
Another example of why data cannot be considered absolute. There are a myriad of small differences, either in the combination or the measuring device, that changes the result. Neat stuff
I think a test with polished s/s mufflers will increase hp over the entire rpm range. Polished headers might be beneficial (lol). Just make sure you wear weldng glasses to protect against reflected gamma rays!
The "Aussies" have a 1 3/4 Long Tube Header with Y Pipe that Fits around the Transfer Cases n Drive Shafts of the Land Cruiser Frame, Hummmm Helps So Much 👍
As far as I can tell, a turbo just acts like an engine size addition once it spools up. If you have a cam that emphasizes the low end, it will spool up more quickly, but the new power curve will still be (spooled up boost extra power amount) on top of and kind of parallel to the original, naturally-aspirated power curve. Theory: Now, if you are patient, you can put a large enough turbo on it that by the time it spools up, it will be up near redline, so a rising boost curve like a centrifugal supercharger will result, with easier exhaust flow and less backpressure. The beauty of the centrifugal compressor is that it has so many options surrounding it.
Truck norris cam is just a 112-114 torque cam with high lift on 107 Lobe Center. This will have more overlap and lope than usual cams with 112+ lobe centers like Crane cams in 1980's had 112 lobes with low compression ratios of that time Competition Cams Created the High Energy Cams with non symetrical Fast open slow close hydraulic ramps and 110 lobe centers. This added more effective duration and overlap boosting power at the top the tight lobe center makes strong mid range and more cranking dynamic compression while having lower torque cam duration specs its a torque cam on tight lobe centers high lift for more dwell time beyond peak flow or stall in stock cylinder heads. Should make a nice street cam w/o loss of vacume lopey idle strong bottom and mid with good top end.
Please run the set up you did with all the cams a month or so ago to get a good apples to apples comparison. The LY6, long tube, Holley management, truck manifold, etc.
@@richardholdener1727 why wouldn’t you want to test it with the same variables you did as all of the others? Do you not want a constant? That’s a pretty run of the mill truck set up for the truck cams.
For all the truck guys that want a cam and chop but don't want to do a converter, here's a tip, get more gear. Minimum 4.10 to 4.88 depending on tire size.
Definitely agree here, 5.3 with stage 2 high lift, 4l60e and stock converter, 4.10 gears and 35” bfg’s. My rule of thumb after doing the swap is with a 4l60e: stock tires= 3.73-4.10 33”=4.10 35”= 4.10- 4.56. Definitely wish I’d have done the 4.56.
I think what you're trying to say, when you go to a dyno to figure out what your engine wants exactly! Your building a engine program! Which means your trying all kinds of different adjustments, & parts to make the maximum power out of the design & cubic inch you have to deal with! When your making in the 1.4 ish Hp, & TQ, per cube on a basically nothing, engine. your doing things right! 👍🏼👍🏼👍🏼👍🏼Ill have to see the rest later! I just noticed this is old 😳😳😳😳DUH!
2,000 rpm is the magic number for highway cruise speed for trucks . If it wont grunt its brains out there and mpg its useless !!! The rest is gravy in the powerband when you actually work your truck especially small ls combos .
Unless you have a rare (these days) manual transmission, then no it's not the magic number. Any automatic will unlock the converter well before you start "grunting" to prevent the converter clutch from burning up. If you have a Manual, then carry on but I'd rather just downshift a gear when need to gain ALL that extra power above ~2500rpm shown on the dyno.
@@rancherlee These cam grinders do not get it all . Selling a cam that does nothing at 1500 -2000-2500 rpm then spins past 5500 is a waste of time in a truck used for pulling .
Devin Herrington thanks for the bird dog of that cam , 202 Torque cam . Still i wish it had dyno results lower in the rpm range . To not test for this Richard Holdener is not good when talking truck cams . WE NEED this info !!! This isnt a maybe for most guys with trucks , its a Requirement !!! If i can make night and day differences in a 4.8 off idle torque with a stock engine and tune these gains Are Possible right where a truck needs them . Please Please consider this reality for trucks used as trucks by most guys . You use our junkyard motors so how about something back for us in the deal !!!
I was hoping to see u do testing on this camshaft w a more stock 5.3 so the mass of ppl could see the power gains from a 5.3 application that is more typical of a daily driver 99+ sierra / silverado. Truck I was dying to see Richard do testing w this cam but it's a 5.7 w modified heads was curious of hp / torque #s from a stock 5.3 w hwaders
I'm curious to see what mine will make next week after a tune on a chassis dyno. Truck norris cam, 6.0 @ 10.5:1, cnc 317 heads, ported tbss intake, longtubes, 6L80E
That David Vizard cat does excellent vids on engine building and excellent training on hardcore design. Things like resonance tuning, head porting, and so on.
David is a very good guy to follow always giving out information that 20 years ago nobody who knew would not let you know. 😉 I started porting heads in 1995 because I didn't want to pay for sportsman heads 🤣 and at the time ment something having stock heads 🙃
@@boost1728 it's like sitting in high school trig class lol. The details and instruction is so good I believe anyone with a good grasp on head flow can easily get more power out of it. Especially older design OE heads. That unshrouding with flow balls is brilliant. His program with velocity and flow combined is unbelievable.
@@williamsmith8062 I helped my brother in law with his '87 sbc by just relaying the information in his books. Camshaft, heads, intake, squish, pistons all from David's testing.
Its nearly impossible to gain anything noticeable under 2500 over a stock truck cam. Car cam yes, truck, no. I don't drive around flooring it everywhere.
I've bought the Truck Norris cam along with BTR valve spring upgrade && lifters ..... I'm wanting now to upgrade my cylinder heads ... any suggestions on a good cylinder head .? I'm thinking Trick Flow or AFR but idkk ... my engine is a 2009 5.3 in a Avalanche 6L80 Trans && running a stock converter ... && as always Thanks for your time Richard YOU DA MAN .!!
So when I did the cam swap no issues with the motor but I used LS7 lifters first and I used new trunion upgrade from Michigan Motorsports. I found 2 collapsed lifters so I too all the LS7 lifters out and went to stock Melling lifters but ever since the cam I get weird tick but it’s all the rocker arms. Does anyone else have this issue? 6.0 LQ4 , Truck Norris Cam, Stock pushrods, trunion upgrade stock lifters.
Setting up daily driver boat towing vehicle... rarely seeing over 4k rpm. Picked up an 08 toss intake, will be getting a truck Norris cam kit and probably roller rockers. Stepping up coils and probably a box just fora clean burn. Plan on the ebay $2300 twin turbo setup.reviews look like it's about as complete as they come. Current engine has 706 heads and plan to find a junk engine to rebuild with the same. Plan on .060 over piston with longer rods and balanced and blueprinted.It is an 06 flex fuel. Build is strictly about pulling power and very rarely stop light fun. I'll be happy with gas mileage that doesn't drop much or stays the same, and pulls the boat better. I need to figure out fuel system.advise on injectors, pump, upgraded waste gates, heads if you think I'm better off getting something other than my current 706. Bottom line is bullet proof bottom end that goes for forever with more low end pulling power.being in Florida I'm to far away to come let you help build and tune it but I'd love to have your input and make sure I accomplish my goals.
If you'd prefer to email and keep this off the record my email is alcaddymech79@gmail.com if that let's you give advise without looking bad when the build doesn't go according to plan.
Richard rules! Hey man I love your Honda content too and I was curious if you had any stuff you could share with us about h22, h23, and f20b engines as they are wildly popular swaps where the b series have gotten to expensive. Also, any Honda J series plans for the other guys series? Love the content man. Thanks for helping me understand engines better!
I went from 1"3/4 to 2" pipes on my old shovel head, i don't have a Dyno but I didn't have to White Knuckle and clinch to hang on to the old girl like before, so went back to 1 3/4 but 2 into 1 seems to work the best on Dyno, I wonder if that's a residence thing?
I bought .660 dual valve springs for a bigger cam. I have since decided to get the truck norris cam. Is it possible to run too strong of a spring for a smaller camshaft like the truck norris? Most people are suggesting bee hive springs but I already have these .660 springs.
@@richardholdener1727 I should have specified also, Im looking to build an LM7 with flat tops. stock heads, truck intake, holley manifolds and was wondering what a truck norris cam would make.
@Richardholdener I'm doing and iron block ls1 with a btr truck norris cam, ls1 flat top pistons no valve relief, and 243/799 heads. Static compression is going to be in between 10.5:1 - 11:1. With this cam and compression and in your opinion do you think I'll be ok on 93 pump gas?
I'm thinking about putting the truck norris nsr cam in my 05 silverado 5.3l but I have 162,000 miles wonding if that's to many miles on factory springs
Such great information! Thank you! Have you run the Truck Norris Cam with VVT? I’m curious to see if you are able to play with the torque and max hp with VVT?
@@adrianlaverick8040 I spoke with one of the Tech’s at BTR about 8 months ago, and he said they have not made a VVT Truck Norris Cam for the older trucks. If my memory serves me right, from that conversation, they have been working on one for the newest Silverado motors, but I believe 2018 and older require a VVT delete if you choose to go with the Truck Norris Cam.
@@TheLmusgrave that's sort of that I thought, my 03 doesn't have VVT, so I am not really worried about it. But I had thought about getting an 07-10 which would be vvt
Hello Richard. Great Videos. Trying to install the Truck Norris NSR Cam. On my 5.3 LS Engine, I have started pulling apart my front end and tried to slide in my dowels into the oil ducts, on the drivers side I was able to slide dowel all of the in but on the left passenger side, i wasn't able to slide in the dowel all of the way because it stops half way. I have turned my cam shaft several times but it seems my lifters are preventing my dowel from going in. How do I correct this? OBTW, I am here in Elk Grove
I suspect I will need to pull the heads, remove the lifters and the lifter trays, pick up the lifters back into the tray, install the cam, then insert the tray with the lifters then reinstall the heads. How does this sound?
Richard, that Truck Norris cam is absolutely incredible! What an improvement from 2500-2800 and up. Way to go BTR, really impressive. It's a bit of a PITA but great data and super useful with different displacements. Maybe you could run an adjustable timing gear and make plus and minus 3 degree runs. Like retarding the cam to lower dynamic and run out more on the top end or advance it for higher dynamic and make power earlier. I've seen a 20psi drop in cranking compression test simply by retarding the cam timing. The Truck Norris cam might be able to get the low end torque back with gen 4 VVT.
Hey Richard, I have a 454 30 over with a small dome piston and a comp cam 574 inch lift. Is AFR 320cc aluminum head a good fit? Or what would you recommend?
Hello Richard I have been watching your videos for a long time and would like to ask a question. I have a 468 big block 20 cc dome pistons Crane cam 618/638 lift 292/300 Aluminum rectangle port heads 122cc/330cc 2.25 intake / 1.88 exhaust Speedmaster 1.7 roller rockers Scat crank with stock length rods Demon double pumper 750 carburetor Do you know a ruff estimate of hp/tq I could possibly have with this build? Your input would mean a lot. Thank you!! P.S. your videos rock‼️
I just thought of something a new Chuck Norris joke. I want to start off with the worst one I've thought of Chuck Norris hit so hard they had the name a hard-hitting cam after him. Yeah that was bad. No one tells Chuck Norris's lobe separation angle is too small. Chuck Norris is so cool just putting his name on your camshaft makes it kick tail. I'll probably think I'm more later and I know I probably shouldn't
@@richardholdener1727 Agreed. I think the backpressure myth come a lot from cars that were all ready lean. Then throw headers and a good exhaust on them leaning them out further, so the car really ran poorly. Jet the thing properly and it was way better than the crappy restrictive exhaust.
Anxiously awaiting the results from "The Best Cam" test. It should be good all around as well. I wish we could get Vizard to make us a LS cam to hang on one of your test mules.
Awesome Content and Information Brother, 👍 So what are your thoughts on BTR Norris Cam on a "Torquer" 416 Stroker (N Aspirated) swap into Heavy 5400 lb Lifted 96 Toyota Land Cruiser "Triple Locked ? Thoughts
Going from the metric 2 3/4 pipe even on a factory y pipe to 3" after kills bottom end on the 4.8 or 5.3 . 2 1/2" pipes kill power everywhere . Do almost anything you want intake side the ls likes it . The exhaust side is SENSITIVE to changes on a truck !!!
Richard. Can u do something for us? I'd like u to test ur knowledge and do some custom grind cams. U have a solid knowledge of cams and the magic that makes them work. It would be really cool if u took like 4 cams (stages) and showed what increasing intake and exhaust duration does. Lsa. Like go crazy wild and mild cams that u can't buy. I think it would be an amazing series.
