I've done custom camshaft designs for improved cubic inch Superram engines that are very streetable, and push the 500HP mark with good heads. You are right in that the 219 cam leaves alot of power on the table with the Superram. If you are interested in custom design work, visit my website and download the General Performance PDF. It's not free though, and will require measurements and flow bench work at the time of your build (by you and others).

You should consider optimizing your torque curve by making minor modifications to the Superram (if the calcs show lower ET). You can greatly improve the power above 5200RPM with very minor (and carefully designed) changes to the runner length. You should also consider making major modifications to those intermediate length headers. I could redesign the primary lengths and collector to exactly match your drag race RPM range. The optimal cam specs will change to match any intake or header redesign.

 

Ron,
My buddy and I are both using an LT-1 manifold. I know that most are talking about the SR, but I don't believe that either cam I mentioned would be any less streetable with the SR. My friends car made over 370 rwhp with shorty headers, a 48mm TB, and heads he ported himself. I believe there is alot more power left in his combo with a few more mods. Also, when he switched to 4.09 gears, the "surge" was alot less noticable. Ron, to let ya know, the 230-236 cam as it was tuned in his car, made max hp at 6400 rpm. My 224-230 Comp cams top end starts to fall off around 5800-6000. Hope that helps.


[Modified by ANTI VENOM, 6:46 PM 10/14/2003]

 

OK well I installed .225/.233 with 280/289 duration and .541/525 lift using 1.6RR's on the Miniram engine, my numbers are off I think due to the poor low end flow numbers of my heads,,,, but the .225/233 is very streetable in every gear.

 

Sounds like you want what Jesse and Corky have. If you're about any streetability issues as far as octane needed, keep in mind they are in the 11.8:1 neighborhood. Surely you can lower that to be safer and still run 11's all day on pump gas. They have what you want, take the guess work out of it and just do it.

 

STOP - You MUST consider your Cylinder heads...I had to look at your signature to find out. Since your are running the Trick Flow head (I assume unported) then just going to a larger CI will slow down the cylinder fill. I woulldn't go above 224-230 intake and the same for exhaust. Give Compcams a direct call a get a cust hyd roller cam with a extreme lift profile for 224:I/224:E for a killer torquer or up to 230:I/236:E for more RPM but less idle/vacuum. The increase in lode separation will pull down your rpm sweet spot along with the change in displacement.

BTW-you're going hate me for saying this but really don't think, with the exception of cam change, you're going pick pick up any more power.

 

I don't know that the SR is any good at 6400 RPM without some porting done to it which is why I believe that the cam which made its peak HP at 5800 might be a better choice (in my limited knowledge of cams). I'm hoping to be around 400rwhp with mine using that Crane 222/230 and see peaks in the upper 5k range. Just a guess though.

Ron

 

I'll vote TPIS's 700-701 cam (242dur) solid roller.
you don't have to adjust the rockers that often, and you'd be suprised how fast you can do it if you make it easy to get the valve covers off (IE: route wires and plumbing out of the way).
I've ran that cam for almost 8000 miles now and the lash hardly changes once its broken in.
you'll need some great flowing heads though to make the most on a 400+ci motor regardless of what cam you use.

 

:iagree:

 

I ran the 222/230 Crane cam in my 420. It made peak hp at 5600 rpm and peak torque at 4000 rpm. That was with AFR 195 comp package heads and a miniram. It made over 400 rwtq from 1800-5400 rpm. It was a real mild motor that passed emissions. I think this cam would work excellant with a super ram... but there are other proven combinations too.

 

Thank you for the info. I'll let you guys know what mine pulls with the SR, AFR 195s and this Crane 222/230.

Car should be ready late next week. :-)

Ron

 

Single pattern Vs Dual pattern depends to a great extent on the intake/exhaust head flow ratio. Generally, anything below 70% average (from .100 to max lift) calls for a dual pattern cam. Take a look at the ratio at .400 valve lift too for that 70% line. For example, Edelbrock's Performer and Performer RPM aluminum heads are close to 80% ratio, so they would normally call for a single pattern profile UNLESS the exhaust system is not of the super free flowing variety.

Another factor is the exhaust system on the car. If running open headers, you might just want to consider only the head flow ratio, but if running through a full exhaust system, with "streetable" sounding mufflers/CAT, etc., then you may be in the dual pattern area because of the increased exhaust restriction.

I'm running a 415 CID with a cam profile I selected from CompCams catalog. 224/230 @ .050 .605/.584 hydraulic roller. I ordered it ground on 114 LSA with no advance ground in. Pulls a steady 14 inches of vacuum at 800 idle speed so my brakes work fine.

On the other hand, I just finished a 434 CID for a buddy's 86 and he (against my advice) chose a 250/256 @ .050 ground on 106 LSA with lifts approaching .700. That sucka calls for over 240# on the seat and close to 700# open spring pressure. Try driving that on the street!

Bigger ain't always better.

Hope this helps.

Jake





[Modified by JAKE, 4:12 PM 10/18/2003]

 

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