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Discussion in 'Engine Topic' started by frankenZ, Aug 1, 2016.
Well .0472 to be exact
That changes it some, but still not enough to use that cam. It raises static to 9.7:1 and dynamic to 7.082:1. It will be soft in the lower revs but might bleed off enough cylinder pressure to not detonate but will still be a dog.
Thanks for all the help guys. Maybe a cam suggestion then? I was thinking stepping down to an xe256 or maybe a xe250? Frankly it's mostly been a budget thing. Off work for a couple months ,had parts laying around,and a I spun bearing on my daily driver. Just wanted to get it together to enjoy the last bit of weather. It's sort of temporary until I go LS.
What gear and converter? If you've got a stock or mild converter and gear between 3.23-3.73 I'd use a lunati 10120101. When I crunched the numbers it came to 8.6:1 dynamic compression which is on the edge of pump gas dynamic. Should be fine on 91-93 octane pump unleaded. The cam and lifter set is only $108 at summit. I'm still not crazy about .062 quench but you should get by with it just stay conservative on total timing. 30-32 degrees.
Quench is .047 plus gasket I reckon. It's a close ratio T-10 with a 3:23 rear end. It's my daily driver street car . It was a 350 with 416 305 heads and a mild mild cam. Just a good cruiser. Smooth idle and driveability ,has a street master intake. But it brick walls around five grand. And I got a little over zealous with the heavy pedal. So really just trying to have something a tad better until I source out my 6.0
Yes. .047+.015=.062 quench. The cam I recommended will work pretty good with that combo. I haven't seen a street master intake in forever, they work decent for what they are up to about 45-4800 rpm. Your nosing over problem was probably valve springs and port reversion in the intake. If you really want the most out of it I'd use Z28 springs at a minimum they're available anywhere pretty cheap, They're like $25 at speedway. With that low plenum single plane intake I would use a 4 hole gasket under the carb to help with vacuum signal issues. With good springs I see it pulling pretty good to about 5,500 which is plenty for a stock type rebuild.
Oh yeah putting on an edelbrock eps manifold. 1 5/8 Hedman header. Camelhumps have are a 2.02 with comp cams beehives #26918
The eps will help it a bunch too. I would look up the specs on the springs and make sure they'll work with whatever cam you decide on. But on paper with the dual plane, good springs and that lunati cam it should run great and bring a big smile with it.
Roughly 9.7:1 compression
202x160 Fueler heads
Performer EPS intake (Very good bottom to midrange torque but it'll still rev pretty good in milder combo's. RPM or RPM Air Gap would have been better with the XE268)
First gear ratio's
Powerglide 1.82 & 1.76
*T-10 Close Ratio 2.20*
As you can see the first gear ratio of your close ratio transmission isn't the best thing in the world. That's why they are usually used with better gearing. You'll still want something with good bottom end to avoid relying on heavy clutch usage to get it going in some situations.
What weight is the vehicle?
70-73 Camaro is not real heavy but with the 74 and newer you really need to think about weight and torque.
If you had an honest 9.7:1 compression and a 3.40-3.73 gear I think you would be, ok with a the XE262 -218/224 262/270 462/469 110. I'm not a fan of the XE line, I'd rather use the Lunati 262 Voodoo.
Because of the not quite sure 9.7:1 compression, the 2.20 first gear, and the 3.23 differential ratio I'm going to be a little conservative on cam choice.
This Jones Cam Design http://jonescams.com/ grind looks good to me but will cost more money.
216/220 @ .050" 272/276 Seat
.458"/.465" Valve Lift
If I couldn't get the Jones cam I'd want to use a cam with a more symmetrical lobe on the exhaust to help build more low end torque for easier off the line movement on the street. They won't have the sound of the asymmetrical lobe cams though.
Even though these off the shelf cams aren't as hip or cool as the XE or Voodoo line they have been proven to work well and are a easier on the valvetrain. With today's oils having very low levels of ZDDP/zink camshaft and lifter life really needs to be paid attention to. An oil like Brad Penn Grade 1 should be used to keep cam and lifter wear to a minimum.
Comp Cams 268High Energy PT# 12-210-2
218 @.050" 268 Seat
454 Valve Lift
Lunati High Efficiency Hydraulic PT# 10120208
218 @.050" 268 Seat
457 Valve Lift
Schneider PT# 02001
218 @.050" 270 Seat
460 Valve Lift
Crane 272Energizer PT#10005
216 @.050" 272 Seat
454 Valve Lift