I knew Crane makes the KRC cams. I didn't know who makes the Hughes cams, but since it's so specialized a field, I'm not surprised. And when you say "worthless" (meaning "zero worth") you mean worthless to your application. I can appreciate that, and Comp Cams is a good product. But I think you'll agree that cam numbers alone don't guarantee a good result as there are way too many factors involved. In some ways, it's a crap shoot.

 

If i get one it would be for low end, off the line power to mid range. I occasionally tow and drive in the snow in the winter so I don't want anything thats gonna hurt my towing or make it ****ty driving in the winter

 

It isn't a crap shoot if you study up on what the factors are. But to just order one "*****-nilly" without knowing what lift, duration, lobe separation, etc. means will definitely leave you at the mercy of the company selling you the cam.

And I honestly don't know how happy I'd be with doing the work involved in a cam swap without getting one that really produced some extra power, and to do that, you're going to need to get something to tune up the 'puter.

 

heres the link,should have put it up before.


http://www.compperformancegroupstore...Category_Code=

 

X2, dont order a cam without knowing the lift and duration, thats my biggest regret when I built the engine for my camaro. I bought an engine kit from Engine Tech, and upgraded to forged pistons, high volume/high pressure oil pump, double roller timing set, and a "stage 1 cam." Now, you can def. hear and feel it has a good bit of cam in it, but I was hoping for a little more lope at idle.

 

i do not know an 'all around' camshaft
that would give improvements
from 800 rpm all the way to 5000 rpm

most conventional camshafts can provide best volumetric efficiency
in a 2000 rpm 'band'
and you have to compromise and choose which range you want

most aftermarket camshaft grinds will hurt maximum torque
in the 1500 to 2500 rpm range

To get a camshaft that provides gains in torque
in that 'daily driving' rpm band
usually means sending your camshaft to a custom grinder
who will decrease the duration and lobe lift

A custom camshaft with
re-gearing to make use of the now available lower rpm torque
can improve MPG about 6%
according to none other than current Chrysler CEO
Tom LaSorda,
in his public comments about 'free MPG improvement'
that Chrysler could do a year or so ago

the new 2009 5.7 Hemi V8
has 'variable valve timing'
as does the Toyota 5.7 V8 in the Tundra
and this technology
can give improvements all the way from
800 rpm to 6000 rpm

Both engines claimed
a few % better fuel economy due to VVT

 

Agreed squirrels, but unless you know someone personally with the same cam/truck combo, or have seen actual dyno data from a truck exactly like yours with the exact same mods, you cannot honestly forsee exactly how much of a gain or result you're going to get. I'm sure there is a lot of consistency and repeatability when all you do is install xyz cam into the same engine on an engine dyno. However, when you add GVW, gearing, auto vs. manual, towing, etc., etc., it becomes a little more murky. This is what I mean by "crap shoot."

 

how do i know which springs to get?

 

Get the springs Comp Cams recommends for that cam. The cam I have is very similar to the one you linked to and I had Hughes put in 120# springs with dampers.

 

OK gotcha, didn't know where you were coming from.

I usually shoot the crap quite a bit around here actually...