I am gathering information for my swap to a solid roller. A couple of people have told me that my AFR 315's like a single pattern cam better than dual. I like the looks of the Comp XR's but am exploring other options. The cam I was referring to in the post is an Isky with 304 adv., 264 @ .050 with .640 lift on a 108 LSA. This is a predominately street car. I am currently running a 304 adv., 258 @ .050 solid flat cam and it works well. Thanks, Bill.

Tony Mamo recommends single pattern cams for them, but when I talked to him, he said that those recomendations were based on essentially open header testing since they have no idea what type exhaust folks will use. So maybe a few degrees more on ex could help with normal full pipes of some sort.

I don't think that cam is too big for you at all. Probably have as good or better manners that your current one. My only concern would be the 108 LSA. That's a relatively large lobe and it will be pretty lumpy. I'm thinking a 110-112 will serve you better on the street. I don't think you need to boost low end/mid range that much with those heads and street tires. Spreading it a little higher will help the heads hang on longer.

I'm still figuring out the AFR characteristics, but a buddy has a set of 335's on a pump gas 540 with a Comp XR series with 266*/272@.050 on a 112 and it peaked at a lot lower rpm than we expected. He made 770+ RWHP but at only 6200 rpm or so. It hung on well, but he's made some changes to get it out there a little further. We were expecting it to peak around 6500-6600 or so.

I'm using a 266/272 on a 112 in my 540 just for reference. I had a 262/273 on a 112 in it earlier and it peaked around 6200 rpm. A 272/278 on a 110 peaked where I quit beating on it..7400 rpm. I think it was going to keep on until 7600-7700, but I figured I had beat on it enough!

JIM
JIM

Jim, I was hoping you would chime in on this one. Time to get rid of the "weenie" cam once and for all. I spoke to Tony Mamo before I decided to use the cam I am currently using so it was awhile ago. My exhaust is Hooker sidemount headers with 3 inch Dynomax race bullets in the 4 inch sidetubes. Do you have a specific cam that you recommend? I plan to gradually call all the cam companies. So far Isky and Engle. Isky recommended this cam and Engle advised me against going roller for the street. Do you run a rev kit with yours? I definitely don't want to beat up parts too bad. That is the reason for the moderate lift, although I am running a 1.8 rocker ratio on the intakes but based on my experience with my cam, I can handle more under the guise of streetable for sure. Incidentally the solid flat cam peaked in my motor at 6100 rpm. So can I assume this Isky cam would move that up a couple hundred rpm? Thanks Jim. Bill

PS. Did you ever run that flat tappet at the track in race form?

Hi Bill,

I'm Jim's friend he refered to in his post. I run a 266/272 on a 112 in a pump gas 11:1 548". BTW it made 680 RWHP not the 770 Jim said -- I wish!

I think the cam will work well, especially with the 1.8 intake rockers. I would recommend you have it ground on a 110 or even 112 LSA with as Jim said 2-6 additional exhaust duration.

I think a stud girdle is a good idea. I don't run one in mine due to valve cover interference w/ power brakes (67 Corvette). What I've found is valve lash is maintained as long as I'm just out cruising, but whenever I buzz it to 6700 rpm (usually from uncontrolled wheelspin in lower gears), I get some ticking and readjust the lash. One time I found a lot of lash and thought the worst, but after removing intake and inspecting lifter and cam all was well. If you do run the solid roller, run it with good springs and either the Isky Red Zone or Crower Hippo lifters.

Good luck,

Mark

69ttop502,

If you're looking at Isky you might want to look into a custom grind.

Here's a link to their on-line catalog. Scroll down on the table of contents to the lobe specification charts, pages 168 & 169. This is specs for alot of their roller grinds. Hopefully Mike "Wolfplace" Lewis will chime in here. He deals alot with Isky stuff.

http://www.iskycams.com/onlinecatalog.html


I'm running a custom ground "street roller" in my 454, Master # R-259 and R359. 290 /290 @.020", 248 / 252 @ .050", .638" (1.8's) and .646" (1.7's). 110 LSA.

Isky lobes seem to be a little gentler than some newer street roller profiles. You might give up a little HP, but you get a camshaft that is easier on parts, especially when driven on the street alot.

All those last cams I mentioned were Engle's. I deal with Mark Engle and he is a great down to earth guy who is very helpful. He gets tired of all us 'street weenies" (my term-not his) that want to run ungodly gams and then complain because something dies. He really gets beat up because guys will get tired of rollers and then go to a ridiculous fast flat tappet and find it doesn't live any better or maybe even worse. Race parts are hard to make live on the street.

Mark has also offered me some old ProStock grinds from the 70's that were radical then, but today are pretty tame with better springs and stuff.

You gotta watch how the cams are measured..Isky stuff is great, but when you check it it is often slightly bigger than you think it would be. Of course you know me..that's not a bad thing!

I've had good luck with some of the Crane's. Seems like they have good basic stuff that lives well..not as many trick of the week deals. Either roller or flat tappet.

For sure solid rollers are more maintenance. Best thing is to get the good lifters. The Isky Red Zones are for sure the best out there I think. Make sure you check with Mike Lewis on them. In fact if you go Isky cam, I think he gets good deals on them too.

I don't have a rev kit in mine...but it couldn't hurt. I just haven't done it yet.

I've still resigned myself to annual lifter rebuilds and last year I threw in that flat tappet I had laying around to use for summer cruising just to eliminate any bad stuff. I recently re-installed the roller with some 1.8 rockers on intake side and it seemed to like it a lot...or I had just forgotten how much better it runs with a roller! That has me out to .774 on the intake side.

No, I never did take it to the track in race trim...maybe I will next year. I'm still curious about how fast I can get it with a reasonable flat tappet. There are actually some pretty good looking ones out there if you look around. Mine is a very old design that has relatively soft ramps. We have a little Crower circle track flat tappet cam in a buddy's 327 that has VERY fast ramps, but short overall duration and it flat flies! And so far it's lived well during street use.

You can make similar power with a flat tappet as you can with a streetable roller, but the roller will have much better manners. If you move to a roller with similar manners as the flat tappet, it will walk away from the flat tappet bad! The trick we have to balance is power and manners/reliability. My roller actually drives much cleaner than the flat tappet.

The Comp Xtreme's are a good start too...just not sure of longevity yet. My buddy has maybe 3000 miles or so on his so far, but that's all I know about it. I know it runs well!

When Lunati finally issues the Voodoo rollers for BBC's it will be interesting to see what Harold put together. They appear to be a neat street type deal.

I guess it's time to decide how "die hard" you are huh? I would stay to the less aggressive stuff if you want it to live. I think you're in the ballpark on duration numbers overall though and I've come to believe you can easily run near .700 without big issues if springs are good. My .731 roller made the 2000 mile roundtrip to Bowling Green without issue, but I may have been lucky!

How many miles do you really drive and how much idling around. That's the tough part on rollers.


JIM

Oops...I was dreaming...but 770 RWHP sounds better!

JIM

Jim (540Hotrod), your buddy with the Comp Extreme Roller, is it one of the off the shelf cams or a custom on a billet core?

Hi Guys,
Thanks for the recommendations, it is appreciated :)

Hi Bill,

First rule with those heads,,, they love lift. Run as much as you are comfortable with. I like the 420 lobes. Good "compromise"
Second rule with big engines,,, they eat up big cams.

I have a pretty mild 10.0 compression 489 sitting on the dyno right now & it has an Isky 252/260 & idles at like 800. You would swear it has some "weeny cam" as Jim like to call anything less than 270 @ .050 :D
And it absolutely does not hurt the torque,,,, like 530 at 3000

And I agree with a little more exhaust duration unless you have an outstanding system behind the headers that loses nothing which is pretty rare.

As Jim stated, the Isky cams in a rat will normally be slightly larger than advertised in duration everywhere except at advertised.
I just profiled a custom for a 540 on my trusty cam stand.
It was advertised at 264/270 & is actually 267/273 which is about what I wanted.
I feel 108 is too tight for LSA, 110 minimum preferably 112
DO NOT SKIMP ON LIFTERS,,,,,
Bite the bullet & run T& D shaft rockers. Yea, I know $$$$ but what the hell,, it's only money :D
Couple of reasons.
First they are cool (just kidding) but once you run shaft rockers you will not want anything else...
Second they are actually the ratio they say plus some.
The above lobes with light springs (the 420 lobes) checked in at .711 lift with .024 lash.
If you do the math with those lobes it should be .690 net.

If you email me I can probably save you a dollar or two on the Isky Red Zones ;)

Jim (540Hotrod), your buddy with the Comp Extreme Roller, is it one of the off the shelf cams or a custom on a billet core?
Its a custom using XE lobes: billet core, pressed on iron distributor gear, and LSA opened from 110 to 112.

Thanks for the advice everyone. I do plan on running the Isky lifters so Mike I will definitely contact you for this and the Isky cam if that is what I decide to run. I am already running a Jesel Comp. shaft system as the Sportsman did not have the 1.8 intakes avaailable yet so I am covered there. Any of you have more thoughts on the rev kit. Is that something you need to fit as an engine is going together or not. I don't want to disassemble the motor if possible. That's whats great about this forum, always come away with alot of info to chew on. And you all put up with us Corvette guys too! Mike I am running Hooker sidemount headers with 3 inch diameter race bullets so the exhaust should be pretty good.
Mark, you and Jim are two of the people I blame for this horsepower obsession.
Jim I think the guy I talked to at Engle was Doug. Real helpful but just tried to steer me away from the roller.

Realistically I will probably just put 1000 miles a year on the car with a few trips to the strip. I put 30 spline axles and 1480 series U-joints in the back to make the car survive a little strip but am still running a Muncie so that surely will be the weak link. I am waiting for that M-22 based 5 speed.

So anyway to the ultimate question. How much horsepower over my flat tappet in a roller say low to mid 260's @ .050 and .650 net lift could I expect.

Thanks again everyone. Bill

Bill, no doubt the three guys offering you advise know more about this than I do. BTW, I blame Jim for a lot of money I have parted ways with in the last few years as well. LOL

Here is my 2 cents. You need to determine where in the rpm range you want the motor to peak power before you can reverse engineer the power curve.

If you want to spin the motor to 8000 and peak power at 7500 then you will want a cam with X duration at .050. If you want to motor to peak power at 6500 and spin it to 7000 every now and then it will have a different duration number.

Again these guys know more than I, but in a 10 to 1 502, 264 at .050 is pretty stout, unless you plan on winging it a lot. My SWAG guess would put peak power at around 6800-7000, which may mean you would need to spin the motor to 7500 or so to get everything out of the motor it has to offer.

If it were me I would put it on a 112 LSA, particularly in a 5 spd car.

It all depends on how radical you want the car to be.

Thanks John. Look at this aanother one of the Corvette guys I lay blame on for this sickness. John love what you are doing with that 63. Gotta be a great ride. I know what you mean. My current cam peaked at 6100 so I firgured I could step it up a little but probably don't want to go for a peak as high as 6800-7000. I am real new to this and really only have about 3000 miles on the motor as it is but it really is very tame on the street. I am also very meticulous on my maintainence so I am the type that will watch lash and such closely. I guess I really only want to do this if there is a significant increase in power. I will put this on an engine dyno if I change the cam, just to see what I have.

I remember your motor made 500rwhp and Mark at 660 and Jim way up there too. Hard crowd to keep up with.

RECOMMENDATION
Grind Number R2583-2664-10+4
Duration (intake/exaust) 259°/269°
Lift (intake/exaust) .702/.681
Lobe Center Separation 110°
Intake Centerline 106°
Comments HOT LASH .025

This is the cam that cammotion recommended for my 505 and a little larger than my xr286r billet core on a 107 lsa. I'm running 781's also, which flow nowhere near what your heads will flow and I have no numbers on mine, just cleaned up, bowl blend and 2.25/1.88 valves.

I am gathering information for my swap to a solid roller... This is a predominately street car... Thanks, Bill.

What are your performance goals ?
11`s?...10`s?

If you`re only going to race now and then why bother with the solid roller at all??

Thanks for the advice everyone. I do plan on running the Isky lifters so Mike I will definitely contact you for this and the Isky cam if that is what I decide to run. I am already running a Jesel Comp. shaft system as the Sportsman did not have the 1.8 intakes avaailable yet so I am covered there. Any of you have more thoughts on the rev kit. Is that something you need to fit as an engine is going together or not. I don't want to disassemble the motor if possible. That's whats great about this forum, always come away with alot of info to chew on. And you all put up with us Corvette guys too! Mike I am running Hooker sidemount headers with 3 inch diameter race bullets so the exhaust should be pretty good.
Mark, you and Jim are two of the people I blame for this horsepower obsession.
Jim I think the guy I talked to at Engle was Doug. Real helpful but just tried to steer me away from the roller.

Realistically I will probably just put 1000 miles a year on the car with a few trips to the strip. I put 30 spline axles and 1480 series U-joints in the back to make the car survive a little strip but am still running a Muncie so that surely will be the weak link. I am waiting for that M-22 based 5 speed.

So anyway to the ultimate question. How much horsepower over my flat tappet in a roller say low to mid 260's @ .050 and .650 net lift could I expect.

Thanks again everyone. Bill
=
Can't give you a back to back number between a solid flat tappet & a solid roller but on the engine sitting on the dyno which is 489 here is the deal,,

It originally was built with Ede heads, cam, intake, carb,,, for a what you can throw together magazine deal that probably will never make the rags as Ede does not have any influence on my dyno numbers :D

Anyway,,, put back together with Brodix RR 290cc port heads, Brodix 2016 modified dual plane & the Ede 800cfm carb.
The intake has the divider cut almost to the floor by Brodix so it acts a little like a single plane.
The cam was the "Torker"
It is advertised as 302/304 @ .006 lifter rise or close to that & 224/232 @ .050 & 114LSA
It is actually 284.9/288.2 at .006, 223.7/232.6 @ .050 & 114 LSA.
I don't have the whole curve in front of me but it made about 520HP at 5800

Here is what happened with just a cam & carb change.
489, 10.0 compression, 36 degrees timing, 91 octane.
Isky R582/R548, 284/294, 252/260, .680/.680
Brodix 290cc Rect RaceRites
Brodix 2016 modified dual plane intake
Holley HP 1000
2" dyno headers

RPM HP Torque
3100 315 533
3500 369 553
4000 440 577
4500 511 596
5000 561 589
5500 599 572
6000 613 536
6500 602 486

Peak power 614 @ 6200
Peak torque 597 @ 4600

I have another back to back test between a Comp XR294 hyd roller & a custom solid roller with the Comp XR292 lobes on a 111 in another 489" 9.8 compression engine with the AFR 315 heads.
Short version:
Hyd roller 620HP at about 5900, 610lb ft at about 4600
Solid roller 670hp at about 6200, 610lb ft again at the same 4600
Only difference was the cam.

Bob, that looks like a nice cam. The only thing I wonder is if that is too much lift for a true street car. Cammotion was another company I plan to call. It will be interesting to see if they recommend the same cam.

Steve, you are absolutely right, I sure don't need to go to a roller. Especially since I haven't had the current setup to the strip yet to see what it will do. The reason is that in the back of my mind I would someday like to get another car like a Chevelle and really set it up to race, and put this engine in it. Then maybe build a 427 for the Vette since it far from an original car anyway. Maybe create 1969 L88 number 2000 (ha ha). Since I am going to pull the motor for other reasons I just figured this was a good time to do it.

Mike, WOW those are some astounding numbers there. Eye opening to say the least. It looks like I could really pick up some power. Thanks for posting those. I guess I have some thinking to do here don't I.

Mike, now that's the kind of hard core data I like to see - the scientific method at it's best - only make one change at a time and document the results.

Now for the questions: given that you used AFR 315's [ admittedly very good heads that like lift ], I would assume the jump fromt the XR294HR to the XR292R could be considered a large jump as the .050 number wetn from 242-248 to 254-260, but the jump in lift was another thing .540/.560 to .660/.656. My take on it is the HP increase could have been as much created by the lift only with these heads. But I am very surprised that the peak RPM only climbed by 300 to 6200.

THe XR294 HR has and advertised range of 2800 - 6100, your motor peaked at 5900 - right in there. THe XR292R solid roller has an advertised range of 3200 - 7200. You peaked at 6200. Does this indicate too much duration? Or is it the effect of the longer stroke? Wonder if the the next smaller cam - the XR286R [286/292,248/254, .653/.660] may have made the same power in that combo.

I posted this message over in the engine section but thought it might fit here as well. This is becoming a real dilemma.

Here are a couple of examples using a 30 over 454 to do calculations with the DCR calculator:

Cam intake duration of 315 degrees (advertised) along with appropriate head, piston, deck and gasket numbers to come up with a static of 13:1. With this much intake duration the dynamic compression would be only 8.2

Cam intake duration of 280 degrees (advertised) along with appropriate head, piston, deck and gasket numbers to come up with a static of 13:1. Dynamic compression would be 9.9.

Which 13:1 motor is gonna make more power, the one with the 315 duration cam and 8.2 dynamic compression or the 280 cam with 9.9 dynamic compression. Assuming both cams had the same lift.

Hi Bill,

I'm Jim's friend he refered to in his post. I run a 266/272 on a 112 in a pump gas 11:1 548". BTW it made 680 RWHP not the 770 Jim said -- I wish!

I think the cam will work well, especially with the 1.8 intake rockers. I would recommend you have it ground on a 110 or even 112 LSA with as Jim said 2-6 additional exhaust duration.

I think a stud girdle is a good idea. I don't run one in mine due to valve cover interference w/ power brakes (67 Corvette). What I've found is valve lash is maintained as long as I'm just out cruising, but whenever I buzz it to 6700 rpm (usually from uncontrolled wheelspin in lower gears), I get some ticking and readjust the lash. One time I found a lot of lash and thought the worst, but after removing intake and inspecting lifter and cam all was well. If you do run the solid roller, run it with good springs and either the Isky Red Zone or Crower Hippo lifters.

Good luck,

Mark Mark, Is your 'vette a stick or automatic? If it's a stick it will have about 13-15% driveline losses so the motor is making about 780-800 H.P. at the flywheel, which is pretty darn good for your 11-1 compression ratio. Just for everyone's information, a friend of mine has the T&D rocker arms and they seem to have a real ratio of 1.86 on the advertised 1.8 rockers, so they add some lift to the advertised figures.

Regarding duration and DCR - I will address my response in the other thread.

The 540 on the stand that Mike referred to is mine (if you remember back when my '66 was stolen, I said," hopefully my new signature will list an 'ungodly big cid engine". Well this is it. I plan to be up to Mikes shop within the week so we can button it up and get it on the Dyno. If I remember correctly, the T&D shaft rockers spec'd at 1.715:1 and the custom grind Isky was a liitle larger in the duration department than the 266/272 @.050 714/714 initially ordered. I think what we end up with is 268/275 720/720 (including the added .015 rocker ratio).

The 540 will have 10.1:1 comp with 10cc domed pistons and AFRcnc'd335's, Victor port matched and a Pro Systems 1100 cfm Dominator. Still up in the air; 2" or 2.125" primaries.

The dyno results should be forthcoming in the next couple weeks. Maybe the #'s will help influence your decisions (or reservations) on whether to go with the Isky SR.

Thanks Mike, I'll talk to you in the next day or so.

Mike, now that's the kind of hard core data I like to see - the scientific method at it's best - only make one change at a time and document the results.

Now for the questions: given that you used AFR 315's [ admittedly very good heads that like lift ], I would assume the jump fromt the XR294HR to the XR292R could be considered a large jump as the .050 number wetn from 242-248 to 254-260, but the jump in lift was another thing .540/.560 to .660/.656. My take on it is the HP increase could have been as much created by the lift only with these heads. But I am very surprised that the peak RPM only climbed by 300 to 6200.

THe XR294 HR has and advertised range of 2800 - 6100, your motor peaked at 5900 - right in there. THe XR292R solid roller has an advertised range of 3200 - 7200. You peaked at 6200. Does this indicate too much duration? Or is it the effect of the longer stroke? Wonder if the the next smaller cam - the XR286R [286/292,248/254, .653/.660] may have made the same power in that combo.
=
First the peak power was at 6300 not 6200.
The engine had 1.8's on the intake side in both cases.
The cams are reasonably comparable given one is a hyd & you need to reduce the .050 numbers by about 8 with a hyd to be somewhat close to a solid.
the hyd rollers broke a link bar on the 5th dyno pull so,,,, this is why it now has a solid with Isky lifters.
BTW, this engine had over 15k on it last I heard.
On the peak power RPM. This is more a function if runner size, intake, cam & carb than just the cam alone.
This thing was pulling over 2" of vacuum on the top end.
Same cam with a bigger head would move the power up. Bigger cam would tend to do the same as it makes the port "available" to the cylinder for a longer effective period of time.
It may have made the same power with a smaller cam but I doubt it. Probably would have been real close though.
The biggest difference in power was probably because the AFR heads flow so well to .700

Here is a copy of an older post about the engine when it was "fresher" in my mind :rolleyes:
=========
AFR 315, Vic Jr, 1"spacer 850 Demon, Comp roller 254/260- .698/.666-111 sep, Isky Red Zones, 9.8 compression, 2" dyno headers
670HP@ 6300 @ 610tt lbs @ about 45-4600.
Over 500 ft lbs from 2900.
Idled about 850, don't remember the vacuum
This was on a dyno considered pretty conservative,,, Mine :)
Also this engine was pulling over 2" of vacuum from around 5500 on up which means the carb was too small.
Add about 1 point of compression and a little more carb & I have no doubt it would have gone over 700 honest HP.

This engine was originally built with a Comp hyd roller that broke a link bar on the fifth dyno pull. (needless to lay I do not use Comps rollers any more!!)
It made the same 610 lbs ft but the Hp was 620 at about 5900
=====
It went into an original 375HP 66 Chevelle SS 4speed car that was about 3600-3700lbs or so with driver. I think it had 3.73's, possibly 4.11's

Strictly a street car but he ran it once & was "politely" asked to leave. It ran one "good" pass of 10,98 at 131 something (never mind the other passes http://www.chevelles.com/forum/biggrin.gif ) just smoking the crap out of the tires!!
No roll bar, just a seat belt,, they were not real happy with him.


If nothing else, it pretty much verified my dyno numbers though!!


======
Here's the numbers on the out of the box 315 AFR & these are real numbers not advertised
This is off my bench not advertised.
28" 4.530 bore no pipe


4.530" ----------------- 4.310" intake only
.050 - 40/34 -------------------43.4
.100 - 78/69 --------78.1
.200 - 164/142.5 ---162.3
.300 - 247/198----- 239.5
.400 - 309/240----- 290
.500 - 350/267 -----334.4
.600 - 375/280 -----358.3
.700 - 383/283 -----374
.800 - 381/286 -----377

The 540 on the stand that Mike referred to is mine (if you remember back when my '66 was stolen, I said," hopefully my new signature will list an 'ungodly big cid engine". Well this is it. I plan to be up to Mikes shop within the week so we can button it up and get it on the Dyno. If I remember correctly, the T&D shaft rockers spec'd at 1.715:1 and the custom grind Isky was a liitle larger in the duration department than the 266/272 @.050 714/714 initially ordered. I think what we end up with is 268/275 720/720 (including the added .015 rocker ratio).

The 540 will have 10.1:1 comp with 10cc domed pistons and AFRcnc'd335's, Victor port matched and a Pro Systems 1100 cfm Dominator. Still up in the air; 2" or 2.125" primaries.

The dyno results should be forthcoming in the next couple weeks. Maybe the #'s will help influence your decisions (or reservations) on whether to go with the Isky SR.

Thanks Mike, I'll talk to you in the next day or so.
=
:beers:

Mike,

I had no idea you could make that kind of horsepower with relatively low compression (9.8). The AFR heads undoubtedly have a lot to do with the big horsepower. And it peaks at a nice rpm where you don't have to rev the engine much over 6500.

I am feeling better about my 454 engine which has 10.6 compression and a very similar cam spec at 262/272 with 0.670 lift. Unfortunately I have only a set of ported gm oval port heads, so am not taking advantage of the extra cam lift.

Thanks very much for your excellent posting with really good factual info.

Mark, Is your 'vette a stick or automatic? If it's a stick it will have about 13-15% driveline losses so the motor is making about 780-800 H.P. at the flywheel, which is pretty darn good for your 11-1 compression ratio. Just for everyone's information, a friend of mine has the T&D rocker arms and they seem to have a real ratio of 1.86 on the advertised 1.8 rockers, so they add some lift to the advertised figures.

Harold, funny you should ask about the transmission -- its a manual, RG 5-sp that I'm currently rebuilding due to losing 3rd gear. I won't mention who was the last to drive it before it broke <cough540Hotrodcough>. One of these years I really need to look into a face-tooth box like a G-Force, but damn they don't give those puppies away!

Oh I see how it's going to be...the washing machine dies and then the trans dies and it's my fault!! Could it have had anything to do with those "sideways through the 1/8th mile traps" antics at Epping???? Hmmmnnn????

It's all a great big coincidence since it was the first time at your house in several years! OH...I guess that doesn't sound like a coincidence huh? Gotta work on a new story!

Man I feel bad....I thought it was just all your wives who blamed me for all the $$ expenditures...now I know where they've been getting their info!!

I am singlehandedly trying my best to keep the aftermarket business going in America!


Mike....great posts....I love dyno test stuff like that. Just goes to show again how hard it is to make power at high RPM with big motors. I'm looking forward to dyno results from Rowdy's motor. That sounds sweet! I will also be interested in what headers it liked. I tested 2", 2-1/8" and 2-1/4" on mine. The 2" actually did very well up to about 6300-6400 and were up 40-50 hp at lower rpm over the 2-1/4"s, But above that, it was like a switch had been thrown and they were down about 50 HP above 7100-7200 rpm. The 2-1/8" proved top be the happy medium.

It wasn't a true A/B test, but I switched to a slightly smaller cam AND a set of 2-1/8' headers (from the 2" I had been running) and the car picked up over 7 mph instantly! It's amazing how much difference the RIGHT combo can make!

Another buddy and I were talking last week...he has a 632 with Big Chief in his '67 street Vette. It peaked HP at 6700-6800 rpm and TQ @ 5700 rpm with a 280/302@.050 cam with .850 lift. Haven't heard the nitrous numbers yet, but it made 917 RWHP on motor alone through the mufflers on the Dynojet!

Anyway, Mark, it was time to start thinking about that new trans anyway. I have a couple of sets of broken 3rd gears from my old Doug Nash laying on the shelf too. But we know where we can get you a good deal on a G-Force don't we???

Here come's Santa Claus...here come's Santa Claus........


JIM

=
.......Comp roller 254/260- .698/.666-111 sep......


Hey Mike, would you say Lunati Voodoo solid roller 60234 would be comparable to the Comp roller you listed above?

Lunati Voodoo 60234:
Advertised Duration IN/EX: 285/293
Duration @ .050 IN/EX: 255/263
Gross Valve Lift IN/EX: .680"/.680"
LSA / ICL: 110/106
Valve Lash IN/EX: 018/018


Thanks Mike!!

Cable,

Holley dyno-tested the 60234 against the Comp Cams 11-773-8 Xtreme Energy roller cam. Doug F. of this board may be able to give exact numbers, he was the dyno supervisor, but I seem to remember 654 about 6200, torque 640 ftlbs at 4500, 550 ftlbs at 2500. The 60234 beat the 11-773-8 easily.

UDHarold

Hey Mike, would you say Lunati Voodoo solid roller 60234 would be comparable to the Comp roller you listed above?

Lunati Voodoo 60234:
Advertised Duration IN/EX: 285/293
Duration @ .050 IN/EX: 255/263
Gross Valve Lift IN/EX: .680"/.680"
LSA / ICL: 110/106
Valve Lash IN/EX: 018/018


Thanks Mike!!
=
My opinion, the Voodoo would make better power than the above Comp cam but it is just an opinion as I don't use Lunati mainly because I have had issues trying to deal with them not anything to do with the cam itself.
People who can't find the time to return my calls pi$$ me off :mad:

Harold, funny you should ask about the transmission -- its a manual, RG 5-sp that I'm currently rebuilding due to losing 3rd gear. I won't mention who was the last to drive it before it broke <cough540Hotrodcough>. One of these years I really need to look into a face-tooth box like a G-Force, but damn they don't give those puppies away!

Mark, are you running the factory rear in your car? Did you do anything the strenghten it to make it live behind your motor? And yes, even used they don't give the GF5R's away!

Thanks,
Darrell.