Would the higher idle affect the emissions test? I will have to try and find a good tuner in the area. I really would like to keep the torque at low end, but don't want to limit the horsepower potential at mid to higher RPM. Would a wider LSA and more duration limit torque at low end?

 

Imagine what happened when I went to Lingenfelter for tuning and bitched to John that it was a royal PITA. I explained that it was hard to make 1/8 turn at a time to tighten the bolts. He told me that if I slotted it, I should be able to use a small screwdriver to turn it and tighten it with the small wrench. WTF!! Why didn't they say so in the instructions.

 

I'd check since it could dictate the cam and tuning. In my area, it is too old for that. Always know the rules of the game before you do this. After which, bend the rules till they are almost breaking but not breaking.

 

IIRC, his motor made about 450 or so with a 383 and better heads and emissions legal. So depending on how far he wants to go....

 

If anything, it will help keep the cats hotter and the effects of the extra overlap to a minimum. Remember, it's measuring part-per-million or some measure of proportion of the three bad gasses to the total gas volume, not absolute volume of the bad gasses.

That said, now that I realize you have to actually pass a sniffer test, I think you may need to use more LSA than 110*. I really don't know for sure, though. That's going to be an issue that requires input from someone really knowledgeable about that specialty. You also want a good tune designed to pass the test, and a different one designed to actually drive.

There are all kinds of "it depends" that make it impossible to give an accurate one-size-fits-all answer to that question. Overlap and lobe centerline angle (or maybe more precisely the intake closing angle) are hugely important. But also, it depends on what you mean by "torque at the low end." Most people think they mean 1500rpm, but in reality most cars just don't see much below 2500rpm when they are WOT. This gets into an area where you need to model your engine with known head and intake flow numbers to nail down the best cam specs for your intended use. But I can tell you that Vizard says that when you have a bigger inch engine with relatively undersized valves (i.e., any stroker SBC with less than NASCAR-spec heads), you can benefit from more overlap and duration. Oh, and your exhaust system matters a lot in overlap selection, too. The more restrictive it is, the less overlap you can tolerate. My guess is that a lot of people think wide LSAs are always best, but that it's really often a matter of wide LSAs helping when exhaust systems are very restrictive.

Search for Vizard's article in Popular Hot Rodding called "Engine Camshaft Basics." He also has a very useful one call "Exhaust Systems Demystified." All of the above paragraph is separate from the emissions requirements, of course.

 

Maybe the best thing is to talk to the tuner and see what system he wants. He might copy my setup and bring it to the tuner who might decide it cannot be done. He might not appreciate it if he is asked to make it emissions compliant and is shoved a bunch of mismatched parts. I know I would.

 

If you haven't yet made your final decisions on the cam and intake there is a great book by Aklim's buddy, John Lingenfelter called:

"John Lingenfelter on Modifying Small-Block Chevy Engines". It's put out by an outfit called HPBOOKS and it's their book # 1238

Another one that I enjoyed was Auto Math Handbook by John Lawlor. It is HPBOOKS #1020.

 

I wouldn't exactly call us buddies. Had a few fan pics and an autographed T-shirt and his book. Since his death, I don't even remember where it all was put. Interesting read at the time though. Principles remain but there is newer stuff out there than what is in the book so....

With his requirements, I'd definitely find a tuner and use his system otherwise he might not guarantee that it will pass emissions and if it doesn't, you have to rip it all out or somehow bypass it. Friend had that same issue. Got so fed up he decided to sell the car but since it isn't able to pass emissions, he had a smaller audience aka less choice of buyer.

 

When I had the L98 .030+ in my 89 I ran the Super Ram (Lingenfelter Box) with AFR 195 heads, Scat Crank, Mahle Pistons Non-Skirt Flattops, Comp Cam, Accel Gen 7 ECM, TPIS Long Tubes with a Y to a single and Y'd again to dual Flowmaster 50's and I was putting 362 HP to the wheels:



Now, I am running a Lingenfelter SBC 427 All Alum. Dart Block, AFR 245 heads, Comp Solid Roller, Callies, Diamond Pistons with Oliver Rods, Shaft Rockers, Holley HP EFI, dry sump, with a TPIS MiniRam and the same TPIS Long Tubes into the Y and a Flowmaster Single 30" 3 1/2" In & Out Muffler and I am putting about 530 or so HP at the wheels.

 

ou must know a wmog guy guy NFW is that legit lol

OP look up your smog laws talk to a ref ask questions we cant tell you what they do on the smog test. Asking about lsa is a waste of time right now.
(lsa doesnt mean much honestly)
Once its together it has to be right.[/B]

 

Really nice build. I like it a lot. I will take you guys advice and find a tuner and ask what kind of build they recommend. Thanks much

 

Another question is how far you are willing to go on this. I had to tow my car 6 hours away a few years ago to find a decent dyno facility to tune it. If we know how far, someone might be able to recommend several places.

 

Of clutch I would like to find someone really good nearby, but I would be willing to travel if it was worth the travel if anyone has a recommendation in the area

 

I don't know anyone in Colorado but someone might if you give them a travel radius of your location. Obviously we all want the guy to be in a 5 minute radius but how many hours are you willing to tow it to and from?

 

The closer the better but would be willing to go appropriately 4 hrs from Denver