Camshaft silverado

Camshaft silverado DEFAULT

By Richard Holdener/Photos By Author

What’s a cam swap really worth?

Despite being introduced way back in the 1990’s (1999 to be exact), and being replaced by the new Gen V LT engine family, the LS engine still reigns supreme. One need only look at the popularity of the LS for all manner of performance, including its use for engine swaps. If market sales are any indication, the popularity of LS should continue for at least another decade. For the uninitiated, let’s examine what makes the LS so popular. Right off the bat we have the fact that, when introduced, the Gen III LS offered substantial power gains over the previous small block. Like it predecessor, the LS also responded well to modifications, in fact, a case can be made that it responded even better than the original, especially to cam swaps. The reason for this is (unlike the original small block), the LS was blessed with an overabundance of cylinder-head flow. Toss insufficient displacement, compression and an efficient intake manifold, and the LS was just begging for aggressive cam timing.

Okay, so the LS is popular and responds well to cam swaps, big deal, right? I mean just how much power can you really get from just a camshaft, 20, 30 or maybe 40 hp? What if we told you it was possible to gain over 100 hp from a cam upgrade? Are we crazy? That remains to be seen, but it is possible for a cam swap to net the kind of power gains we normally associate with major upgrades like nitrous or boost. I mean seriously, how do you get an extra 100 hp from a cam? As we mentioned previously, the secret is not really in the camshaft itself, but rather in the receptiveness of the rest of the combination. Think of it this way. If you have a 300-hp cam in a motor where the rest of the components are capable of making 400 hp, adding the 400-hp camshaft should actually have predictable results. This is the case with the LS, as even the wimpy, stock 706 heads used on our 5.3L test motor flowed enough to support over 450 hp. The TBSS intake manifold will support even more, so we had the induction system covered. The displacement of the 5.3L was more than sufficient to produce the desired power output. Basically, the combination was just begging for the right cam timing.

To find out if it was indeed possible to coax an extra 100 hp from our 5.3L, we set up a test. Rather than choose a ringer for this swap, our test motor was nothing more elaborate that a high-mileage, 5.3L pulled from a local LKQ Pick Your Part. Though they perform very well in bone-stock trim, we made a few minor modifications to our test motor prior to the dyno test. The modifications included replacing the stock early truck intake and throttle body with a TBSS manifold and 92-mm FAST throttle body. In truth, the intake and throttle body were worth very little power (4-5 hp) on the stock motor, but we liked the looks of the TBSS intake better than the early truck. We also replaced the factory injectors with a set of 89-pounders from FAST. These would later be used with a single Precision turbo. The final mods included a set of 1 7/8-inch, long-tube headers and FAST XFI management. Run with the stock LM7 cam, this 5.3L combination produced 359 hp at 5,300 rpm and 384 lb-ft of torque at 4,200 rpm.

After establishing our baseline, we proceeded to perform the cam swap. Off came the coil packs, valve covers and factory rocker arms. Prior to running the stock cam, we also installed a set of COMP 26918 valve springs and hardened pushrods. We then pulled the electric water pump, damper and front cover to provide access to the timing chain and cam retaining plate.

After rotating the cam to push the factory lifters up into the lifter trays, we replaced the stock stick with a COMP 54-454-11 cam. The COMP 454 cam offered a .614./.624 lift split, a 227/243-degree duration split and 113-degree lsa. Originally designed for a rec-port application, the extra exhaust duration worked equally well on this cathedral-port application. After installation of the cam, the 5.3L responded with peak power numbers of 467 hp at 6,600 rpm and 418 lb-ft of torque at 4,900 rpm. With no other changes, the cam swap improved the peak power output by 108 hp, with even greater gains coming at higher engine speeds. Swaps like this are why the LS engine family continues to dominate the market.

Run on the dyno with the new COMP Cam, 5.3L produced 467 hp at 6,600 rpm and 418 hp at 4,900 rpm.
Run on the dyno with the new COMP Cam, 5.3L produced 467 hp at 6,600 rpm and 418 hp at 4,900 rpm.
Graph 1

We all know a cam swap is the first modification every LS owner should perform to an LS, but just how much is a swap really worth? To find out, we plopped a junkyard 5.3L up on the dyno and ran a test. Run with the stock cam, the mildy modified (TBSS intake, headers and 92-mm TB) 5.3L produced 359 hp at 5,300 rpm and 384 lb-ft of torque at 4,200 rpm. After installation of the COMP 54-454-11 cam, the peak numbers jumped to 467 hp at 6,600 rpm and 418 lb-ft of torque at 4,900 rpm. The cam swap was worth 108 hp!

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Camshaft Position Sensor Replacement Service

How much does a Camshaft Position Sensor Replacement cost?

On average, the cost for a Chevrolet Silverado 1500 Camshaft Position Sensor Replacement is $119 with $24 for parts and $95 for labor. Prices may vary depending on your location.

CarServiceEstimateShop/Dealer Price
2008 Chevrolet Silverado 1500V6-4.3LService typeCamshaft Position Sensor ReplacementEstimate$320.59Shop/Dealer Price$372.61 - $494.94
2009 Chevrolet Silverado 1500V8-4.8LService typeCamshaft Position Sensor ReplacementEstimate$243.09Shop/Dealer Price$290.13 - $408.72
2016 Chevrolet Silverado 1500V8-5.3L HybridService typeCamshaft Position Sensor ReplacementEstimate$303.87Shop/Dealer Price$342.77 - $398.61
2006 Chevrolet Silverado 1500V8-6.0LService typeCamshaft Position Sensor ReplacementEstimate$245.17Shop/Dealer Price$292.71 - $412.84
2016 Chevrolet Silverado 1500V8-5.3LService typeCamshaft Position Sensor ReplacementEstimate$303.87Shop/Dealer Price$342.81 - $398.68
2009 Chevrolet Silverado 1500V8-6.2LService typeCamshaft Position Sensor ReplacementEstimate$243.09Shop/Dealer Price$290.13 - $408.72
2013 Chevrolet Silverado 1500V8-6.2LService typeCamshaft Position Sensor ReplacementEstimate$418.07Shop/Dealer Price$481.78 - $612.86
2014 Chevrolet Silverado 1500V6-4.3LService typeCamshaft Position Sensor ReplacementEstimate$234.91Shop/Dealer Price$271.52 - $346.74

Show example Chevrolet Silverado 1500 Camshaft Position Sensor Replacement prices

What is the Camshaft Position Sensor all about?

The camshaft position sensor monitors the position of the camshaft and reports that data to the car’s onboard computer system. This computer system works with sensors and other devices to keep the engine running. With data from the camshaft position sensor (CPS), the fuel injectors know when to fire.

When the sensor malfunctions, the computer does not know when to fire the injectors and may not fire them at all. The faulty readouts may also throw off spark timing, which will affect the car’s fuel economy. This sensor is used in conjunction with the crankshaft position sensor to control ignition timing. It is common for heat and oil leaks to cause this sensor to fail, due to where the sensor is located.

Keep in mind:

  • Damage to the camshaft position sensor is often caused by oil leaks; if this is the case, you may need another part of your car replaced or repaired.
  • When the camshaft position sensor is replaced, the alignment of the timing belt should be monitored so that no fluids leak onto the position sensor mounting area.
  • Some camshaft position sensors will need to have their software updated when they are installed.
  • Timing belts, mass air flow sensors, and crankshaft position sensors can all trigger the trouble code for the camshaft position sensor.

How it's done:

  • Scan test computer for trouble codes.
  • Pinpoint tests as per flow charts.
  • Remove and replace Crankshaft Position Sensor.
  • Clear trouble codes.
  • Check for proper operation and test drive car.

Our recommendation:

The camshaft position sensor isn’t checked in most regular services, but your vehicle has warning signs for when the sensor begins to fail. Because it sends information to the camshaft, when the sensor begins to fail your engine will begin to have trouble. Your engine may have a hard time turning on, staying on, idling, or running smoothly. Your Check Engine warning light should illuminate as well.

What common symptoms indicate you may need to replace the Camshaft Position Sensor?

  • Car stalls or does not start.
  • Car struggles to accelerate (does not maintain speed).
  • Check Engine light is on.
  • Car misfires.
  • Car stumbles or sputters on startup.
  • Car runs poorly or runs rough.

How important is this service?

The camshaft position sensor provides valuable information about the camshaft position to the computer management system. The computer system uses the information from the position sensor to determine when to inject more fuel. Without the sensor’s information, the computer won’t inject fuel properly, and your vehicle will stall or sputter.

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We’ve collated the best camshafts for 4.8 Silverado but first there are a few words about camshafts.

Now, if you are not a professional or enthusiast, the term camshaft won’t mean much to you, and it also has other names such as followers or tappets. Essentially, Camshafts are a precision machined bar of metal that makes direct contact with the camshaft lobe. There are four different categories of camshaft lifters: mechanical flat-tappet, hydraulic flat-tappet, roller hydraulic, and roller mechanical.

The 5 Best Cams for 4.8 Silverado:

  1. Melling Engine Kits 2007-2013 Chevrolet GM – the best cam for 4.8 Silverado
  2. COMP Cams 54-450-11 XFI Xtreme Truck 206/212 Cam for GM LS GEN III/IV
  3. Michigan Motorsports Brian Tooley Racing BTR Truck Stage 4 Cam 4.8 5.3 6.0 GM LS Camshaft
  4. Michigan Motorsports Brian Tooley Racing BTR Truck Stage 3 Cam 4.8 5.3 6.0 GM LS Camshaft
  5. COMP Cams 54-424-11 XFI RPM Hi-Lift 212/218 Cam for GM LS GEN III/IV

Top-Rated Cam for 4.8 Silverado List:

REVIEWS YOU CAN TRUST

All the information and opinions you find on Mechanicguides.com come from a team of automotive journalists and an independent mechanic, Steve “Whip” Whipple with 11 years of auto industry experience. We look at the latest market research, talk to experts, and draw from our own practical experience to bring you reviews and guides that reflect what you’ll encounter in your garage. For more information about the team, see here.

Still confused, of course, you are, so here goes. One of the ways you can change an engines power performance is by changing the amount of fuel and air in the valve, this means you need to lift the valve mount higher than it was originally designed for, or what is termed OE (stock), original engine (purpose). The stock items come with precise dimensions for stock performance, which is the engine performance you get to form a brand-new car with no upgrades.

Replacing a stock camshaft with an aftermarket camshaft will alter the performance of the engine by changing the lift ratio of the valve. Upgraded cams also change the time of the lift, which allows even more fuel and air to intake into the valve.

Bottom line, I added a camshaft 101 at the end of this guide, so now we will dive into the 5-best cam for 4.8L Silverado applications.

Best Cam for 4.8 Silverado Reviews:

1. Melling Engine Kits 2007-2013 Chevrolet GM Silverado Sierra Truck 4.8 4.8L OHV NON-AFM Camshaft & Lifters Kit– the best cam for 4.8 Silverado

Melling has engineered comprehensive OE replacement parts including camshafts. These parts are machined to high tolerance and will only replace very specific models. This model will match all stock performance models and is not an aftermarket upgrade.

Specifications

  • Cam Style: Hydraulic roller tappet
  • Intake Duration: 193
  • Exhaust Duration at .050” Lift: 193
  • Intake Duration at .050” Lift: 193
  • Lifter Type: Roller
  • Intake Valve Lift with Factory Rocker Arm Ratio: 0.482”
  • Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.482”
  • Valve Lift with Factory Rocker Arm Ratio: 0.482” int./0.482” exh.
  • Lobe Separation (degrees: 114o
  • This is a replacement for OE# 12625437.

2. COMP Cams 54-450-11 XFI Xtreme Truck 206/212 Cam for GM LS GEN III/IV

Comp Cams 54-450-11 XFI Xtreme Truck 206/212 Hydraulic Roller Cam for GM LS GEN III/IV
Comp Cams 54-450-11 XFI Xtreme Truck 206/212 Hydraulic Roller Cam for GM LS GEN III/IV
  • 4.8L/5.3L Chevrolet/GMC truck. Significant gains in mid and upper RPM range. Works best with programmer.
  • 2,800-6800 RPM Operating Range
  • 206/212 Duration at .050". 115 Degree Lobe Separation Angle
  • 0.513"/0.52" Valve Lift
  • Low End Grunt and High RPM Potential - Designed with Xtreme Energy technology to provide excellent power with the LS engine's enhanced cylinder head design.

COMP Cams XFI Xtreme truck camshafts are a great upgrade to any stock item, and this is no exception. These are machined to improve throttle response in fuel injection engines and delivers a better mid and upper RPM power. When you upgrade your camshaft with a COMP Cams XFI part, you should consider upgrading the valvetrain equipment for a harmonized and optimized performance.

Specifications

  • Cam Style: Hydraulic roller tappet
  • Basic Operating RPM Range: 800-5,000
  • Intake Duration at 050” Lift: 206
  • Exhaust Duration at 050” Lift: 212
  • Duration at 050” Lift: 206 int./212 exh.
  • Intake Valve Lift with Factory Rocker Arm Ratio: 0.513”
  • Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.520”
  • Valve Lift with Factory Rocker Arm Ratio: 0.513” int./0.520” exh.
  • Lobe Separation (degrees: 115o
  • Camshaft Gear Attachment: 3-bolt
  • You cannot use stock springs with this upgrade

3. Michigan Motorsports Brian Tooley Racing BTR Truck Stage 4 Cam 4.8 5.3 6.0 GM LS Camshaft

Brian Tooley Racing BTR Truck Stage 4 Cam 4.8 5.3 6.0 GM LS Camshaft
Brian Tooley Racing BTR Truck Stage 4 Cam 4.8 5.3 6.0 GM LS Camshaft
  • Brian Tooley Racing Truck Stage 4 Cam LS 4.8 5.3 6.0
  • These Truck cams were designed with low lift so GM LS2, LS3 and LS6 springs and pushrods can be used, making these the most affordable truck cams available.
  • Requires around a 3000-3200 converter. Also used in 6.0 and 6.2 truck engines. Has made 370 in a LS1 Camaro.
  • Requires a 3 bolt cam gear.
  • Specs are 224/230 .553"/.553" 109

When it comes to aftermarket camshaft upgrades, Brian Tooley Racing is considered to be a precision engineering leader in the field. They produce a number of focused parts, and this model #32430112 delivers improved performance, making this an extremely attractive aftermarket cam.

Specifications

  • Cam Style: Hydraulic roller
  • Intake Duration at 050” Lift: 224
  • Exhaust Duration at 050” Lift: 230
  • Intake Valve Lift with Factory Rocker Arm Ratio: 0.553”
  • Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.547”
  • Lobe Separation (degrees: 111o (+2)
  • Camshaft Gear Attachment: 3-bolt
  • Requires a 3000-3200 converter
  • Length 25” x Height 2.75” x Width: 2.75”
  • Weight: 10.1360Kgs

4. Michigan Motorsports Brian Tooley Racing BTR Truck Stage 3 Cam 4.8 5.3 6.0 GM LS Camshaft

Brian Tooley Racing BTR Truck Stage 3 Cam and Beehive Spring Kit 4.8 5.3 6.0 Fits Silverado Sierra Vortec
Brian Tooley Racing BTR Truck Stage 3 Cam and Beehive Spring Kit 4.8 5.3 6.0 Fits Silverado Sierra Vortec
  • Brian Tooley Racing BTR Truck Stage 3 Cam Kit 4.8 5.3 6.0 Camshaft, Beehive Springs and LS Valve Seals
  • The Brian Tooley Racing Truck Cam Kit includes: Stage 3 Truck Cam, Beehive Racing Springs and Set of VS LS Hat Seals
  • These Vortec Truck cams require a 3-bolt timing gear and were designed with low lift so GM LS2, LS3 and LS6 springs and pushrods can be used, making these the most affordable truck cams available.
  • The Stage III cam has a noticeable cam sound that so many are looking for. It will make even more average torque than the Stage II cam, at the sacrifice of some low end torque and fuel mileage.
  • Will work with stock converter in some trucks, but recommended to install a 2800-3000 converter for best overall performance. Specs are 218/224 .553/.553 110+0

This is the stage II model aftermarket camshaft upgrade from Michigan Motorsports. Brian Tooley Racing is considered to be a precision engineering leader in the field. They produce a number of focused parts, and this model #31824133 delivers improved performance, making this an extremely attractive aftermarket cam.

Specifications

  • Cam Style: Naturally Aspirated Hydraulic roller
  • Intake Duration at 050” Lift: 218
  • Exhaust Duration at 050” Lift: 224
  • Intake Valve Lift with Factory Rocker Arm Ratio: 0.553”
  • Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.553”
  • Lobe Separation (degrees: 113o (+3)
  • Camshaft Gear Attachment: 3-bolt
  • Requires a 3000-3200 converter
  • Length 25” x Height 2.75” x Width: 2.75”
  • Weight: 10.790Kgs

5. COMP Cams 54-424-11 XFI RPM Hi-Lift 212/218 Cam for GM LS GEN III/IV

Sale
COMP Cams 54-424-11 XFI RPM HI-LIFT 212/218 Hydraulic Roller Cam for GM LS GEN III/IV
COMP Cams 54-424-11 XFI RPM HI-LIFT 212/218 Hydraulic Roller Cam for GM LS GEN III/IV
  • Great street cam with very wide power range, good drivability and excellent response.
  • 1,800-6,400 RPM Operating Range
  • 212/218 Duration at .050". 115 Degree Lobe Separation Angle
  • 0.558"/0.563" Valve Lift
  • Low End Grunt and High RPM Potential - Designed with Xtreme Energy technology to provide excellent power with the LS engine's enhanced cylinder head design.

This model of COMP Cams XFI RPM High Lift was designed for overall performance improvement. It is an aftermarket cam that increases your engines horsepower and torque as well as extending your RPM range.

Specifications

  • Cam Style: Hydraulic roller tappet
  • Basic Operating RPM Range: 1,400-6,700
  • Intake Duration at 050” Lift: 212
  • Exhaust Duration at 050” Lift: 218
  • Duration at 050” Lift: 212 int./218 exh.
  • Intake Valve Lift with Factory Rocker Arm Ratio: 0.558”
  • Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.563”
  • Valve Lift with Factory Rocker Arm Ratio: 0.558” int./0.563” exh.
  • Lobe Separation (degrees: 115o
  • Camshaft Gear Attachment: 3-bolt
  • You cannot use 7-stock springs with this model

Cam Shaft 101

There are five types of camshafts; each one is machined to deliver a different result, although the OEM replacements tend to deliver the stock performance levels within a high level of confidence. The models have been arranged from the simplest to the most aggressive.

Hydraulic Roller

Application: These are either OEM replacement parts or aftermarket parts for slight increases in performance. They are used for mild street performance to mild race advantage. This style is more expensive than flat tappet lifters.

Pros: Modern, aggressive roller profiles, reduced friction, low maintenance, reduced valve train noise, they deliver more power than standard hydraulic flat tappet camshafts

Cons: Increased cost, limited rpm range

Retro-Fit Hydraulic Roller

Application: These are used for mild street performance to mild race advantage. The difference between these and Hydraulic rollers are that these parts come with a specialized base circle for taller hydraulic roller lifters in factory equipped tappet valve stock blocks.

Pros: These are modern parts with aggressive roller profiles. They reduce friction and are therefore low maintenance. Another advantage is their reduced valve train noise, and they deliver more power than conventional hydraulic flat tappet camshafts

Cons: They are more expensive and have a limited rpm range due to profile limitations

Hydraulic Fit Flat Tappet

Application: These are used for mild street performance to mild race. Hydraulic flat tappet camshafts/lifters are the OEM standard, and they are pre-loaded at initial start-up, and their maintenance is very low. The downside in flat tappet lifters is that they can only be used once must be replaced when wear patterns form from direct contact of the cam with the lifter base.

Pros: These parts require minimal maintenance, and produce little or no valve train noise. They are also budget friendly.

Cons: They have an issue with long-term wear, and provide limited rpm range due to lobe profile limitations

Mechanical Flat Tappet

Applications: These models are the original race engine lifter; solid flat tappet camshafts and they provide an aggressive street performance as well as racing profile. They enable the engine to increase its RPM and are used for moderate street performance to serious race requirements.

Pros: These parts increase the engines RPM and deliver an optimized aggressive performance to cost ratio that exceeds the hydraulic flat tappet models.

Cons: They suffer from long-term wear and require frequent valve adjustment.

Solid Mechanical Roller

Application: These models provide the highest levels of performance. Solid rollers will deliver high-performance street with optimized and extreme racing applications. These parts are machined with aggressive camshaft lobe profiles, and they are engineered to withstand extreme valve spring pressures. These are used for serious street performance and for all all-out racing.

Pros: These models deliver maximum performance with reduced friction and come with the most aggressive and optimized profiles.

Cons: Obviously optimization comes at a cost, so these are the most expensive, and they require frequent calibration. They are not suited for general driving conditions at low RPM.

Sours: https://mechanicguides.com/best-cam-for-4-8-silverado/
Gen V LT L83 L86 Cam Swap How-To

2014-2016 Chevy/GMC Silverado/Sierra 5.3L 1500 Texas Speed & Performance L83TR-1 Camshaft

Description

Specs: 212/220, .635″/.635″, 112 LSA (Lift w/ 1.8:1 Rocker Ratio)

Camshaft Peak Gain HP/TQ Peak HP/RPM Peak TQ/RPM Avg. HP 3-6000 RPM Avg. TQ 3-6000 RPM
 Stock410 @ 5700430 @ 4300344.6403.4
TSPL83TR-152/21462 @ 6000451 @ 4300368.5428.7

The gen 5 L83 5.3L engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 L83 customers the ability to purchase the ultimate in L83 performance camshafts! Thanks to our Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ L83 truck!

The Texas Speed & Performance L83TR-1 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing any driveability. It will have a smooth idle and drive similar to stock. It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. We do recommend using the TSP .660″ dual spring kit with PAC springs and titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 L83 camshaft Texas Speed offers will require the use of a Comp Cams Phaser limiter kit. The phaser limiter restricts the range of cam timing movement to 20°. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology.

 We do recommend the +32% fuel lobe for any vehicles that are using a power-adder.  The +32% fuel lobe does require a lash cap, so please make sure that you install one during the camshaft installation!  You can select one in the drop-down menu.

All of our TSP L83 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 5.3L L83 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Sours: https://5startuning.com/product/2014-2016-chevygmc-silveradosierra-5-3l-1500-texas-speed-performance-l83tr-1-camshaft-2/

Silverado camshaft

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Ultimate GMC Seirra Silverado Ls CamShaft Swap Comp Cams tsp

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