im guessing this would go hear
i thought i saw a company long agao that made a camshaft (proably for the LB7's)
is there any one running one?
are the benafits (sp?) the same as a gaser cam upgrade?
do you think someone will make one for the LBZ?
or is the factory cam all ready as effecent as it can be for the motor (i dought that but ya never know)

Edit:google finds everything!
looks like TTS making a cuple cams dident see any where what motor. maby all 4 generatins?

The cams will work in all duramax engines.

We currently offer 2 different profiles for all model year Duramax 6.6L motors. There are more in the works for all out racing applications that run higher RPM's than normal.

We design and carry a full line of camshafts for all your Duramax needs. Changing the cam is a pretty big job. Your going to have to pull the heads in order to get to the lifters.

...and the front cover and the oil pan

What kind of power numbers can be seen by just a cam on an otherwise stock motor with a healthy module tune? Or are the bigger bump sticks moreless made for the guys running dual CP3s, big turbo(s), ported heads, and mega EFI Live tunes?

Most camshafts that give a good increase will require you to pull the motor as they will not have proper piston to valve clearance. If you use a small camshaft that does clear everything do not expect too much gain.

Im Running A Comp Cam That I Got From Eric. Theres No Way Of Telling How Much It Helped Me, Because I Added Dual Fuelers And An A5k Turbo All At The Same Time. But I Did Make 675rwhp On Stock Injectors. Eric The Particular Cam I Got From You------------have You Heard Any Specific Gains On It??

Jon, that cam you have is the "small" comp. I have one other truck with that Cam in it and the most notice he had was on the top end, picked up a few MPH at the track with it as well. Also noticed its harder to maintain speed with his truck as it seems to want to react faster ( he has no cruise)

Eric, have you published the grind info on the comp cams? Is it on their website?

Anyone else publishing specs, or is this all gonna remain black voodoo?

Mat, no black voodoo, I'll dig up the cam cards. I am not sure where they are but I'll find them

It was pretty public stuff

On Edit, the public was on the 3 grinds that Comp released. Not on the TTS came or the SoCal Cams

Thanks, Eric, I'd appreciate that.

Do we know the data on the stocker? Or do I need to get one measured?

I would be helpful if TTS and SoCal would publish data (but I ain't holdin' my breath).

Here are the Comp offerings.
A stock Dmax cam is approx. .390 lift and 178 @.050

Guy, thanks very much. Are SoCal cam specs going to remain proprietary?

I'd like to start down this path, but I have admit that I'm feeling pretty dicey about buying a XYZ cam and knowing NOTHING about it.

Mat, working on puttin some SoCal cams in as we speak....

Guy, thanks very much. Are SoCal cam specs going to remain proprietary?

I'd like to start down this path, but I have admit that I'm feeling pretty dicey about buying a XYZ cam and knowing NOTHING about it.

I'm sorry, but my cam designs will remain private as they have in all my Nascar engines for many years. ;)

I will provide an installed location for the intake centerline to all of my customers.

Anyone else publishing specs, or is this all gonna remain black voodoo?

Mat

The reason we keep our specifications to ourselves is there are to many
"johnny come lately" that have done no homework let alone ever worked with the diesel camshaft design that would take the specifications and just have them made. We've spent better than a year in development of the camshaft core and lobe designs to get ours done. We've spent the time and effort to test them prior to releasing them to the public to get what we wanted from each design. Sooner or later they will get out as someone will buy our camshaft then copy what's been done but we're not looking to hand the information to them. Hope you all understand.

Guy, thanks very much. Are SoCal cam specs going to remain proprietary?

I'd like to start down this path, but I have admit that I'm feeling pretty dicey about buying a XYZ cam and knowing NOTHING about it.

You and me both.

I'm not even looking for specs, I'm looking for a neutral evaluation. Either the cams aren't working, or there is missing info. Sorry, I'm not seeing a difference in performance between the cammed and uncammed engines yet.

I want to play with a cam in the new motor, but there is no data out there other than "sure it gains a bunch", kinda like the whole injector thingy.

Since the info is not available, I'm just going to go with someone with extensive cylinder head flow experience and cross my fingers. Thing is, I will change the pistons, heads and cam (and maybe other things) all at the same time, so I won't know what did what.

I'll report what I learn, but the data will be scrambled to an extent. It will be a "package" that shows the effect not an item.

But...

Perhaps like the Dual Fueler + Charger, the sum of the components might exceed the individual parts, so it is possible there will never be a true report possible on an isolated component of the system.

Or perhaps there is a tuning trick that has not been discovered to take full advantage of cams. Wrong charger? Too much injector? Wrong timing? Dunno.

I'm not even looking for specs, I'm looking for a neutral evaluation. Either the cams aren't working, or there is missing info. Sorry, I'm not seeing a difference in performance between the cammed and uncammed engines yet.


The information is out there on our camshafts but I cannot answer for the others as no testing has been done that I've here of. We currently offer 2 profiles, the smaller of the 2 offers a 30 - 50 Hp increase and moves peak torque and Hp about 300 RPM. The larger camshaft offers a 75 Hp increase and moves peak torque and Hp higher up in the RPM range for Sled Pulling type applications. You will need to alter the programing to get full benefit from a camshaft swap. What the camshafts do is allow more air to enter and exit the cylinder and as we all know air by itself does not make more power, you need the proper fueling to go along with it. Comp Cam offers 3 grinds and since we did the development and testing with them we know what they do as well. Our camshafts were developed from scratch with a new core that has our exclusive Key-way drive. The drive is not added after the cam has been ground but before its made. This allows us to hold a tighter alignment since the core is ground using our Key-way drive.

Thanks to both Steve and Guy for your comments.

I respect your rights to privacy and to not have the designs stolen / duplicated, etc.

So that being the case, my worry is that I buy a cam and install it, and then for some reason don't see the same gains as stated by the manufacturer. At that point, I'm concerned that the conversation will go something like this: "Well, something else must be wrong. You need to buy XYZ programming or change your turbo or heads, etc."

I am concerned that it will turn into a "bundling deal" where all bets are off unless I buy many more thousands of dollars of parts.

Now I'm not suggesting either SoCal or TTS are evil and would do such a thing. Maybe if you all promise to work with me and start me heading down the right path and stick with it through dyno testing, with some sharing of data, then I would feel a whole lot more comfotable. All of this should be priviledged info, both ways.

You guys OK with that?

I had this conversation with someone posting on this thread and it seems that Valve spring rates may be as critical as valve timing/duration. Especially with 50+ lb boost engines.

We've shared our entire engine build with anyone who have asked. Nasty Girl's engine is the same parts as we used when we did Nick's motor. Nothing was hidden when Nathan called me to talk about the build he and Kieth wanted to have. The only difference would be the assemble and tuning would be done by someone else. I told Nathan everything he asked a question about before parts were ever purchased for the motor. If your looking for tried and proven parts we have them, if you want to play and go bigger yet we can do that as well.

Springs and the whole valve train play an important role in what the outcome will be. Just putting a high pressure spring in doesn't get the job done, that's why we offer 2 different springs to go with our camshafts. We need to know what the intended use will be and the parts being used before we recommend one or the other. The proper spring is the lightest pressure that keeps the valve under control.

The information is out there on our camshafts but I cannot answer for the others as no testing has been done that I've here of. We currently offer 2 profiles, the smaller of the 2 offers a 30 - 50 Hp increase and moves peak torque and Hp about 300 RPM. The larger camshaft offers a 75 Hp increase and moves peak torque and Hp higher up in the RPM range for Sled Pulling type applications. You will need to alter the programing to get full benefit from a camshaft swap. What the camshafts do is allow more air to enter and exit the cylinder and as we all know air by itself does not make more power, you need the proper fueling to go along with it. Comp Cam offers 3 grinds and since we did the development and testing with them we know what they do as well. Our camshafts were developed from scratch with a new core that has our exclusive Key-way drive. The drive is not added after the cam has been ground but before its made. This allows us to hold a tighter alignment since the core is ground using our Key-way drive.

So you are saying if I buy a TTS cam and tuning I will pick up 75hp?

The information is out there on our camshafts but I cannot answer for the others as no testing has been done that I've here of. We currently offer 2 profiles, the smaller of the 2 offers a 30 - 50 Hp increase and moves peak torque and Hp about 300 RPM. The larger camshaft offers a 75 Hp increase and moves peak torque and Hp higher up in the RPM range for Sled Pulling type applications. You will need to alter the programing to get full benefit from a camshaft swap. What the camshafts do is allow more air to enter and exit the cylinder and as we all know air by itself does not make more power, you need the proper fueling to go along with it. Comp Cam offers 3 grinds and since we did the development and testing with them we know what they do as well. Our camshafts were developed from scratch with a new core that has our exclusive Key-way drive. The drive is not added after the cam has been ground but before its made. This allows us to hold a tighter alignment since the core is ground using our Key-way drive.

Where is the info or test trucks that you have?
If it was done prior to Nick's truck, I would assume you have some sort of way that you could post results to appease the masses.....
I guess if there are other people out there releasing or planning to release a cam different than yours, they would not call to tell you of the test they perform so no one here is expecting results or comparisons to any of them....stock will be just fine.

The key way is ground in prior to the grind? Does that mean it is done in the same machine and that's why it would be more precise the having it done after the cam is ground?? Good thing Eric posted this stuff I guess......but does anyone know if this key way has proven to be better than what factory is......again I assume so, but with all the testing that was done before you released, I would like to see some credible info.

sure hope my keyway is in the correct spot

We offer a selection of grinds tailored to the specific application.

1) Drag racing with ported heads.
2) Drag racing without ported heads.
3) Sled pulling with ported heads.
4) Sled pulling without ported heads.
5) Hot street with ported heads.
6) Hot street without ported heads.

Comp is one of 3 different cam companies I use to grind my cams, as each one has lobe profiles that work well in different applications.

We've shared our entire engine build with anyone who have asked.

Thank you Steve, this helps me a lot.

Your welcome.

What kind of power gains can i expect with your hot street/tow cam, and is it really good for towing and low RPM?

Our camshafts were developed from scratch with a new core that has our exclusive Key-way drive. The drive is not added after the cam has been ground but before its made. This allows us to hold a tighter alignment since the core is ground using our Key-way drive.

Not to stir the pot or anything, but didn't somebody else come out with the keyed cam a long time ago for the duramax?

Not that I'm aware of. Eric has a keyway added to a stock camshaft but we are the only comapany that has made a camshaft with our exclusive key-way drive. This is made in the camshaft core prior to the cam being ground to its final design.

I certainly don't think that classifies the key-way to be exclusive.

What the camshafts do is allow more air to enter and exit the cylinder and as we all know air by itself does not make more power, you need the proper fueling to go along with it.


What camshafts do is open and close valves in retrospect to crank rotation and piston movement. Mechanical timing / phasing, of the cam is just as important to any engine's ability to make a power increase.
Using any cam based on less than charted head flow numbers, bore sizing, valve sizing, intake ability, etc. is a "stab-n-steer." You have to know these values to make the right decision. Forced inducted engines must be cautious of overlap.

You are correct in regards to fueling compatibility.

What camshafts do is open and close valves in retrospect to crank rotation and piston movement. Mechanical timing / phasing, of the cam is just as important to any engine's ability to make a power increase.
Using any cam based on less than charted head flow numbers, bore sizing, valve sizing, intake ability, etc. is a "stab-n-steer." You have to know these values to make the right decision. Forced inducted engines must be cautious of overlap.

You are correct in regards to fueling compatibility.

Now that's funny right there. :rolleyes:

What camshafts do is open and close valves in retrospect to crank rotation and piston movement. Mechanical timing / phasing, of the cam is just as important to any engine's ability to make a power increase.
Using any cam based on less than charted head flow numbers, bore sizing, valve sizing, intake ability, etc. is a "stab-n-steer." You have to know these values to make the right decision. Forced inducted engines must be cautious of overlap.

You are correct in regards to fueling compatibility.

Well since this thread is about the duramax 6.6L engine most of the questions you brought up are already answered. It's operating paramaters are well knowen so selecting a proper camshaft is fairly simple and can be based on a few questions, if you've already done the development work. Like what engine speed do you plan to run for peak power and what boost level are you planning to run. Now if one was to begin making massive changes to the engine in bore size and stroke it might play into it but for 99% of the people out there just a few simple questions gets the job done.