Discussion in '96+ Vortec Performance + Computer Swaps' started by YAMAHLR, Jan 28, 2016.
Imagine it'd sound a little hotter then a ramjet cam or lt1(fbody) cam
Very slightly. To me the F-car cam has slightly more rumble than the Ramjet.
Even 218/218 @ .050 on a 110 lsa in a 305 with a 1.6 rocker giving .488/.488 lift is a very mellow sounding cam with a good tune.
So it'd sound similar to the fbody cam? Just curious make no mistake I'm about the performance but a slight rumble is always nice
I have to disagree with some of the F car cam opinions here. In my race class a stock LT1 is a popular option. Occassionally a machine shop will mistakenly order a B car LT1 cam and install that. When that happens, the cars dyno 23X whp and 33X wtq. With the F body cam and restrictor they fall into the 26X/31X range. The wide LSA and later timing events really reduce cylinder pressure and it shows on the dyno. On my LT1 that cam pulls right to the rev limiter. Lug it down to 3000 and you'll get passed. Regardless of how torquey it is the car is still faster when it's strung out. Though it sucks the way stock and 395 run out of steam so hard up top, they really come on hard in the midrange. The LT1 never really swells, it acts like a cross between SBC and LS. It's never really off, but also never noticeably on either. It just goes.
I can say first hand experience with both the Express van with the stock cam would downshift to 3rd on hills it would climb in OD with LT4 cam. With the stock cam and the Ramjet cam it would start detonating, the knock sensor would pull timing and it would fall on its face. That was with the stock tune FWIW in the 70-100 KPA range at 1,800-2,200 rpm. Will also say with my trailer behind me i am never really under 2,500-3,000 rpm and when I had 3.73 gears it spent ALOT of time in the 4,000+ rpm range climbing hills. I will say I am not one that crawls along uphill while towing. I will pin the throttle to keep rolling near the speed limit because I have places to be.
I'm routinely at or under 2,000 RPM once up to speed with a trailer. Blower helps too.
With the travel trailer in tow I could not pull 4th with the Ramjet cam. Even turning 2,200 rpm @ 70. Just dragging too much of a sail. To be precise an 11' tall, 8' wide sail that is 23' long.
Great factory cam dyno info being discussed ! Here are the cams being talked about I believe ...correct if incorrect
1994-1996 B-bodies 241 246 0.418/0.430 lift 111 LSA cars dyno 23X whp and 33X wtq
1996 Y-body, 1996-1997 F-body: 250 257 0.447/0.459 lift 117 LSA 26X whp and 31X wtq
1996 Y-body, F-body LT4: 203/210 0.476/0.479 lift 115 LSA
B-car cam does not magically make 20 ft/lbs more than a F-car cam especially since they are rated less than 5 ft/lbs different from the factory.
The guy with the K1500 that did the cam swap has numbers much more realistic and his was even running the factory tune still. When you actually tune the F/Y-car cam in a Vortec you make more power than the factory L31 cam across the whole powerband. The LT1 cam needs alot of attention in both the spark and VE tables.
My brothers 1999 Suburban ran a 9.2 in the 1/8 with a 350 I bought as a core from a 1 ton Express van that was using coolant. It had bad intake gaskets. Turns out the 350 was a newer mass rebuild. 0.020" over, 4-bolt main. I swapped in a 96 LT1 cam, 1.6 full roller rockers, hooker 1 5/8" long tubes, hooker dual 2.25" exhaust, high flow bullet cats, magnaflow race mufflers, Volant CAI and S10 converter. That suburban would absolutely destroy the stock 99 Tahoe and the stock 2004 5.3 Tahoe he had after.
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