Throttle response is noticeably crisper, and we don't feel like we have to floor it as often to get where we are going. The truck is more fun to drive and much quicker. Now the transmission feels like an actual four-speed. We noticed an immediate improvement in on-road drivability. Our truck rolls on 37-inch tires and weighs 5,400 pounds. Our engine is backed with a stock 4L60E four-speed automatic and 5.29 axle gears. But what is more impressive is the incredibly flat torque curve that hovers around 280 lb-ft all the way up to 5,000 rpm, which makes this a great engine for towing, dirt abuse, and daily driving. The cam swap bumped us up to 245 hp, and with the computer tuning, we hit 268 hp. That 20 percent reduction would have put our stock 255hp 5.7L at around 200 hp at the rear wheels. For our application, 20 percent is a bit conservative given the Ford 9-inch rear, tight gearing, and bigger tires, but that's what we'll go with to be conservative. We’ve also got the valvetrain components you need to finish the engine, including lightweight components designed for high-rpm performance. However, you can generally figure on about a 20 percent loss of power through the drivetrain. Save yourself the time and expense of going to an aftermarket camshaft supplier and build your LS engine with a genuine GM cam. Unfortunately, we were unable to get a baseline on the dyno before the cam swap.
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