Good idea to talk to some "pros" about cam selection. It's not all about "max power", especially with a truck. Do you wheel (not mud) a lot, and thus need low end? Manual or auto? again more low end, IMO, is more important for the manual, since you don't have a converter helping you out. How about exhaust? Headers or manifolds? Duals or single? Dual pattern cams typically work better with restrictive exhaust systems, and sem to make more power overall inb most cases, even with a "good" exhaust setup. Intake? Carb CFM? All of that plays into cam selection (or should) and is something that an "expert" with a cam company, should be asking you.
I second that 204/214 cam, I'm going roller with mine. With the roller version, I'm up over 400ftbs at 2000RPM. Not much to speak of for upper end, but that cam (actually the whole engine package, which the cam should compliment) should really help that big truck move out from a stop light, and cruise with great mileage.
As was stated, .450 is supposedly the max lift with stock Vortec springs, funny thing though, some of the Ramjet motors from what I've heard use Vortec heads, and the cams are over .450 lift. There are springs made to go up to .550 lift without machine work on the Vortec heads, I believe I posted that part # here awhile back. In the same post, I also believe I wrote that I know someone that was running right around .480 lift with stock Vortec springs (and running it hard) and eventually snapped a stud, which I would attribute to a faulty stud, not the springs or lift.
Dorian
My tech/links page: <a target="_blank" href=http://www.dorianyeager.com/index2.html>www.dorianyeager.com/index2.html</a>
Why insist on counting when the ring gear has the tooth counts stamped in?
