List your cam and vacuum specs here.
08-30-2014, 07:36 PM
#21
Melting Slicks
CC XE274H cam, 13" vacuum at 900 rpm.
383 with T/F heads, '0' decked block, 10.3 static CR, 35* timing all in @ 2500 rpm, Performer RPM intake with Lars rebuilt stock Q-Jet, long tube headers, 3.36 RA, M 20 4 speed, runs on 89 octane pump gas.
383 with T/F heads, '0' decked block, 10.3 static CR, 35* timing all in @ 2500 rpm, Performer RPM intake with Lars rebuilt stock Q-Jet, long tube headers, 3.36 RA, M 20 4 speed, runs on 89 octane pump gas.
08-30-2014, 07:45 PM
#22
Le Mans Master
stock L-82 cam advanced 2 with 1.6 roller rockers 190 64 cc pro comp heads rpm air gap quick fuel 750 double pumper OBX side pipes has about 14" vacuum with about 10-1 compression. smokes the tires flashing the convertor from idle, but about 2800 really gets in its zone and keeps on going from there. this combination 30 years ago made a nice combination and it doesn't embarrass itself today. very drivable and good power throughout.
08-30-2014, 11:48 PM
#23
Safety Car
Dart Shp 400" Comp xe288hr 236/242 @.050", .520"/.540", 11" in park at 1000 rpm and 7" in gear at 650 rpm. My converter is only a 2400 rpm thus the drop from park to gear.
oops!
oops!
Last edited by bluedawg; 08-31-2014 at 10:32 AM.
08-31-2014, 10:29 AM
#25
Team Owner
Member Since: Oct 2004
Location: altered state
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St. Jude Donor '05
11.5:1 383
Isky solid roller 260/268@050 294/306 adv (or 296/304?) 108 lsa roughly .620 lift after lash
8 in vacuum at 1000. Can idle lower but dont
Use a simple vacuum can stops the car fine, pedal feels excellent.
Same can I used with the 2 flat tappets stops just as well if not better.
To put in perspective 2 old flat tappets I used to run in a 350, Isky 280 mega (232@050 .485 lift 108 lsa and) XE 284 -240/246, .510 lift 110 lsa
only made about 2 in or so more vacuum. and WAY less power
Rollers are where its at!
2 best things I did were getting a perfect (in my case slow) curve on the dist and the AED carb
I dont get all the surge bucking everyone talks about, fouling plugs etc anyone could drive this thing its very smooth. Now if you leave it in 4th and are approaching a light and dragging the motor down of course you get a little sometimes but you dont drive these like a stocker anyway
I get a lot of crap for the motor being technically "mismatched" but it will dust off most of what I come across and has decent manners for being slightly ratty..Honestly its a mild motor
Not so much torque I cant keep the M/T glued top end is nuts which accomplished my goal of a car that stays fairly planted and pulls harder the faster you go.
Did not want a burnout king. Smaller heads/cam it would just go up in smoke even though the dyno #s would "look better". 230cc head ported single plane 850 DP T56 trans 4.11 26 in tire.
Isky solid roller 260/268@050 294/306 adv (or 296/304?) 108 lsa roughly .620 lift after lash
8 in vacuum at 1000. Can idle lower but dont
Use a simple vacuum can stops the car fine, pedal feels excellent.
Same can I used with the 2 flat tappets stops just as well if not better.
To put in perspective 2 old flat tappets I used to run in a 350, Isky 280 mega (232@050 .485 lift 108 lsa and) XE 284 -240/246, .510 lift 110 lsa
only made about 2 in or so more vacuum. and WAY less power
Rollers are where its at!
2 best things I did were getting a perfect (in my case slow) curve on the dist and the AED carb
I dont get all the surge bucking everyone talks about, fouling plugs etc anyone could drive this thing its very smooth. Now if you leave it in 4th and are approaching a light and dragging the motor down of course you get a little sometimes but you dont drive these like a stocker anyway
I get a lot of crap for the motor being technically "mismatched" but it will dust off most of what I come across and has decent manners for being slightly ratty..Honestly its a mild motor
Not so much torque I cant keep the M/T glued top end is nuts which accomplished my goal of a car that stays fairly planted and pulls harder the faster you go.
Did not want a burnout king. Smaller heads/cam it would just go up in smoke even though the dyno #s would "look better". 230cc head ported single plane 850 DP T56 trans 4.11 26 in tire.
Last edited by cv67; 08-31-2014 at 10:36 AM.
08-31-2014, 07:11 PM
#26
Team Owner
Great idea for a forum, great info. I found this forum as I was looking for info like this to give me more acccurite on drivability street manners in a cam selection. I have learned the hard way as this cam I have is already my 2nd in my very light weight roadster. I just had to register to add my 2 cents regarding my 327 SBC in this roadster. I hope someone will find this info helpful. I don't consider myself a professional at building engines or own the high dollar calibrated tech testing tools so keep that in mind. I currently have a Lunati 60112 roller cam in it. http://www.lunatipower.com/CamSpecCa...rtNumber=60112 700r4, 2500 stall, 10" converter. Rear gears are just 3.00.
Some specifics of my build. .030 over, flat top pistons, .017 down in hole.
Heads are Procomp, 2.02/1.62, 58cc chambers, and 210 runners. Full 1.5 roller rockers.
4.125/.026 head gaskets. Online compression calculators say I am @ 11.3 compression.
My cranking compression is 185psi +/- 4, by my gauge. This cam is closing the intake @ 67 ABDC.
Long tube patriot headers with their attached mufflers. Single plane high flow intake with a
Holley 650 dbl pumper done up by Super Flow Carbs to 670cfm. Timing is about 18 @ idle (1300) to 36 @ full advance @ around 3200. Full mechanical advance. Vacuum is 10.5 taken @ idle, 1300rpm @ engine temp of 180. I do not have any vacuum assist mechanisms.
I get by fine, no ping on premium 92 octane non ethanol fuel.
This engine is very strong. I have no complaints about HP. If this hot rod had a standard transmission all would be fine.
At a stop sign, the car still tries to pull even with the 10 inch, 2500 stall converter. You have to be pretty hard on the brakes or slip it into neutral.
If you keep it in gear and you are at a long light, it may load up and stumble and might even die.
Lowering the idle just makes it stumble on accelerating. The sound is a nice rumble, crisp snarl when reved, that I love and everyone else does too, but I’d rather have a better driver.
The cam’s duration I thought was modest for my application, but with the 66 OL that this cam has is too much for my pleasure.
Then there is the issue of fouling plugs. No problem with them if you keep the RPMS up. I tell my kids to run it around town in 2nd, 3rd if getting out of town on highway. I have tried different recommended types & heat ranges.
I know I should probably change the intake to a good dual plane and the converter to a higher stall but that is another thing and not why I have posted this here.
I hope this helps if anyone is considering this cam.
Some specifics of my build. .030 over, flat top pistons, .017 down in hole.
Heads are Procomp, 2.02/1.62, 58cc chambers, and 210 runners. Full 1.5 roller rockers.
4.125/.026 head gaskets. Online compression calculators say I am @ 11.3 compression.
My cranking compression is 185psi +/- 4, by my gauge. This cam is closing the intake @ 67 ABDC.
Long tube patriot headers with their attached mufflers. Single plane high flow intake with a
Holley 650 dbl pumper done up by Super Flow Carbs to 670cfm. Timing is about 18 @ idle (1300) to 36 @ full advance @ around 3200. Full mechanical advance. Vacuum is 10.5 taken @ idle, 1300rpm @ engine temp of 180. I do not have any vacuum assist mechanisms.
I get by fine, no ping on premium 92 octane non ethanol fuel.
This engine is very strong. I have no complaints about HP. If this hot rod had a standard transmission all would be fine.
At a stop sign, the car still tries to pull even with the 10 inch, 2500 stall converter. You have to be pretty hard on the brakes or slip it into neutral.
If you keep it in gear and you are at a long light, it may load up and stumble and might even die.
Lowering the idle just makes it stumble on accelerating. The sound is a nice rumble, crisp snarl when reved, that I love and everyone else does too, but I’d rather have a better driver.
The cam’s duration I thought was modest for my application, but with the 66 OL that this cam has is too much for my pleasure.
Then there is the issue of fouling plugs. No problem with them if you keep the RPMS up. I tell my kids to run it around town in 2nd, 3rd if getting out of town on highway. I have tried different recommended types & heat ranges.
I know I should probably change the intake to a good dual plane and the converter to a higher stall but that is another thing and not why I have posted this here.
I hope this helps if anyone is considering this cam.
You have to have a single plane when the intake ports get big, I use the Weiand 7531 or some number like that because it is the lowest rpm quality small plenum volume single plane on the market.
You should work on the carb and consider changing the cam to about the same duration only using a H-Roller. Another cheap out fix might be to just retard the cam about 4 degrees
For the record I use AFR 210's on my 383 and I started with a s-roller 232/240 and found it to be too mild. more suited for a 331-355 ci motor.
I used a 4.11 rear end with my 700R4 for 20 years
Last edited by gkull; 08-31-2014 at 08:24 PM.
09-01-2014, 01:19 PM
#27
Nice to see some old school cams being used. On my carbed 84 with summit/dart 72 cc large valve heads, zz4 intake with 600 edel carb I am using an old school isky solid cam with 228-228 .448 lift ground on a 108 lsa. 14-15" vac at 700 rpm. Tons of low and mid range power.
09-01-2014, 08:44 PM
#28
Burning Brakes
385, 11:5:1 compression. CC XEs 290 flat tappet. 252 @.050 intake, 260 @ 0.050 exh. gross lift is .600" in. & .620" ex. w/ 1.65 roller rockers. single plane intake. 9.5" at 1050 rpm. lots of tuning on the mighty demon 825, runs strong from 2800 up to 7000 limited.
Last edited by 73C34me; 09-01-2014 at 08:49 PM.
09-01-2014, 09:34 PM
#29
Melting Slicks
09-01-2014, 10:09 PM
#30
Team Owner
For the record I use AFR 210's on my 383 and I started with a s-roller 232/240 and found it to be too mild.
It was the Crane Cams Street Solid Roller and it had detonation problems with our 91 octane super unleaded with 11.2 even with thermal coated piston tops. It would rattle cruising down the freeway with a 4.11 rear end In OD. 1.6/ 1.65 RR.
I tried octane booster and everything with the timing even Crane adjustable vac advance limited to like 8 degrees. Young and dumber
I didn't want to over cam. back then we didn't have the DCR calculators or even really heard about it.H-roller and only use 10.8 C/R you could get away with it. Oh 112 ground 4 degrees retarded also.
So it would not be something I would recommend with 11.2, But I recammed it and it is a beautiful motor with a 10 pound fly wheel today.
It really comes down to the whole package. At the time I had a 830 Carb and Weiand Single plane 4 hole wood spacer and VME was really high and really packing the cylinders full with @ 227 cc heads with 2.08/1.625 Dart heads. I today down sized to AFR 210 heads with a bigger duration cam mid .600 lifts. Same carb and intake and it runs like a champ for a small ci motor fun, but nothing at all like my bigger 434 with 50 cubes bigger.
So you have to compare Apples and Apples. High flowing heads pack a lot more in a cylinder. So if you told me what you have I could give a more informed answer.
Yes it had a hint of something powerful under the hood back then with 1 3/4 super comps and 3 inch exhaust. I just changed jetting two days ago and had a vacuum gauge to set the four corner idle screws and I have 10 ish vacuum at 1150 rpm hot with 19 degrees of initial 15 mech advance with a MSD E-tech dizzy. My Vette kind of shakes at a stop light idling even with 650# from springs an a 3000 pound car
09-01-2014, 10:45 PM
#31
Melting Slicks
As you've seen in my previous posts, trying to nail down heads, cam and final compression.
I don't want to have a horrible pinging beast.
I was aiming for 11:1, afr 210 and a hyd roller that you listed. And 91 gas. I am beginning to consider less compression and/or 195 heads. I am not aiming for a competition car. Just a very fun street motor. Thanks
I don't want to have a horrible pinging beast.
I was aiming for 11:1, afr 210 and a hyd roller that you listed. And 91 gas. I am beginning to consider less compression and/or 195 heads. I am not aiming for a competition car. Just a very fun street motor. Thanks
09-01-2014, 11:34 PM
#32
Team Owner
As you've seen in my previous posts, trying to nail down heads, cam and final compression.
I don't want to have a horrible pinging beast.
I was aiming for 11:1, afr 210 and a hyd roller that you listed. And 91 gas. I am beginning to consider less compression and/or 195 heads. I am not aiming for a competition car. Just a very fun street motor. Thanks
I don't want to have a horrible pinging beast.
I was aiming for 11:1, afr 210 and a hyd roller that you listed. And 91 gas. I am beginning to consider less compression and/or 195 heads. I am not aiming for a competition car. Just a very fun street motor. Thanks
http://www.summitracing.com/parts/WND-7530/
single planes use less CFM Carbs than dual planes. So 650 - 750 DP with a 4 hole wood thermal spacer.
Big heads have big exhaust ports so to match up use 1 3/4 tubes
JE SR flat top two valve relief pistons - 7 cc or what ever with 6 inch rods. Felpro msl GASKETS .4.100 bore also from Summit Racing and attempt to get near .040 quench. You end up with 11 ish C/R
Use ARP head and main studs and consider billet main caps in a stock 4 bolt block. Internally balanced only!!!!!!!!!!!!! 6.00 to 6.250 super damper with adjustable pointer. Stay away from Cloyes adjustable timing covers and use a billet double roller timing set.
09-02-2014, 07:14 AM
#33
Had a 1976 L-82, 4-sp
Member Since: Mar 2011
Location: Some days your the dog and some days your the hydrant.
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Royal Canadian Navy
355 CI, 10.6:1 SCR, 8.3:1 DCR, 650 Holley DP Street HP, AFR 195's, Howard's Cams retro HR, .560"/.560", 280* duration, Weiand Team G SP intake. 13" vacuum at 1000 rpm. 18* initial, 14* mech'l advance, 11* vacuum advance.
09-02-2014, 08:21 AM
#34
Le Mans Master
L-82/4 speed (3.70) Numbers matching block-355 CI now, Howards retro Roller-.525/.525, Duration 219/225, LSA 110, AFR 180 Eliminators, CR 10.2:1, JE Forged Pistons, Flat top 2 valve relief, Holley 4175 650 CFM vacuum secondary Q-Jet replacement. Running 89 octane and zero ping…. 18 initial timing and 32 total. No idea on vacuum BUT headlights and brakes work perfectly. Tremendous Midrange power-2,500-4,500 RPM. Still pulling hard at 6,000 RPM
Last edited by jb78L-82; 09-02-2014 at 08:24 AM.
