It was suggested to me to contact you for a cam recommendation and I e-mailed you a few days ago thru this board. If it didnt get thru let me know or if you have it in que I'll hang on, thanks in advance, Glenn

Glenn,

I don't think I've seen it. Post it here and I'll try to answer this weekend from home, or else next Monday, when I'll be back in Bowling Green, as I am now.

UDHarold

The 276/284 "prostreet" profile, clearly......
;)

Kidding of course, Glenn, that's a great story on your site, I really enjoyed it.

Here are the engine and cars specs, this should be a fairly common combination and you may even be able to throw out a catalog grind if you feel it fits the bill.
540" BBC
Dart 345 heads, port matched, bowls cleaned up
aprox 13.5 compression
single king demon carb (1050 cfm?)
Dart intake
2.25 hooker headers
3.5" mufflers
Turbo 400
9" Coan nitrous converter aprox 4500 stall
3.73 gear (to be installed)
3780 lbs race ready (with driver)
Plate and fogger n2o systems
Crane solid roller custom grind 286/296 @ .050, 794/740 gross lift, 110 L/S
68 chevelle S/S 396 body (a real car)
stock type rear suspension
10.60 ets on motor(this is the problem)
9.00 on 250 hit (running out of rpm with 4.33 gear)
1.39 60 fts on n2o
The car does not perform nearly as well as it should without the nitrous, I believe the cam duration and heavy weight is causing the car to lack momentum especially after the shifts. By the way the engine gets shifted at aprox 7200 rpm, any more is non usable rpm. Crane states the cams power range to be 5200-8400 rpm which is in my book too much cam for this combination. With the new rear gear ratio (3.73) I think we need to bring the power range down a bit, add some more torque midrange, again you would be a better judge based on your experience. Looking for a solid high 8 second ride on spray, 9.70's or so on muscle. Should take about 800 hp to accomplish this and the engine was dynoed at 820 but you know how dynos work ;) I think the Dart heads would favor the addl exhaust duration but you tell me. So bottom line is we still want a killer on the spray, decent performance off, can it be done? I think so. What do you think?

Glenn;Thats an awesome story on your history with the car.I really enjoy old stories like that. Hope you have lots more fun with it.Tony graemlins/thumbsup.gif

Glenn,

Checking in my Crane Cam Master catalog, I see that your cam measures 326/336 at .0162", 286/296 at .050". 197/206 at .200", and of course .794"/.740" valve lift.
I have a cam I have made for years---A 311/321 at .020"(Add about 5° for .016"), 280/290 at .050", 197/206 at .200", and .772"/.772" valve lift.
Notice how much shorter it is at the seat, yet it catches and passes your cam at .200". In fact, my 321 exhaust is bigger than your exhaust above .200--This means it will still get the exhaust gases out with your 250 shot.
It will have less reversion, and a longer power stroke. YOu will see more power across the board.
In the last few years at UltraDyne, it became one of our workhorses---Every engine liked it.
I can regrind yours, or make you a new one, regular or 4/7 swap.

UDHarold

Hi Glenn, This post is the first time i've seen a picture of you and, i assume, your son. I take it that the car in this post is your friends '68 SS Chevelle, right? The 3.73 gears are a move in the right direction for the N2O but will make the car a little lazy on the motor. We are getting ready to go to Mokan, just 12-15 miles north of Joplin, Mo. today to see if we can repeat the monster 60' times of last weekend's shootout race ( 1.315 - 60' @ 3620 lbs.) We have the nitrous a little more lined out on the tune up now. The car made 672 RWHP on the Dynojet with the new vacuum pump. (a gain of 26 H.P.) I'll update you when i get back. We should have a good chance on this 1/8 mile race since the car is working so well. Your Friend, H Sutton. P.S. My sons car has a 3.89 gear now but we're going to 3.55 or 3.70 soon.

First off, Thanks guys for the thumbs up on my Chevelle story, I made it all up!! LOL, of course not but wouldnt that be about right since theres now more LS-6 chevelles around than were built back then! You can clone anything now. I remember going to look at parts at swap meets and sifting thru them for quality, now you can buy any part for these cars brand new! Thats good I guess. :confused:

UDHarold B., Thanks for a quick reply on the cam recommendation and I promise not to waste your time over analyzing the situation. But just a few thoughts though, I see the lift at various points difference and the slightly less duration but getting back to the cars weight and 3.73 gear, you think this grind is going to improve the situation slightly or substantially? I'm no cam expert but moving that weight with that gear sounds like a torque issue and with that big a cam sounds like a mismatch, am I thinking clearly here? Almost as if we were putting an LS-7 cam in a 454 with 3.73 gears, no? graemlins/clonk.gif
This combination is really suited for nitrous but we want it both ways favoring more motor and less spray but also being able to use the power adder when ness. Lastly, what was the L/S on the UD grind.

Harold S., Yeah thats us, the pic is about 10 years old though! Good luck with the chevelle, give em hell! Hey that rhymes? Let us know what happens, any side bets?? Do you except paypal, LOL!! graemlins/hurray.gif

Glenn,

All my designs are unsymmetrical, so the opening side is different from the closing side.
What this means in reality is that my 311 thinks it is only a 306 as far as the valve opening point. This means less reversion, and a higher velocity in the ports.
Remember, at .200" cam lift, a little past TDC, my 311 is catching your intake. Even if the 2 cams were identical from that point on, miine would be filling the cylinder faster/more with that higher port velocity. More air/fuel in the cylinder=more torque.
On the exhaust, my 321 thinks it is a 316, and therefore gives a longer power-stroke, extracting more torque because of the later cylinder-opening. And it PASSES your exhaust at .200", which is BBDC. We should even have lower pumping losses, which adds a few BHP.
The end result? A noticable increase in torque and throttle-response.
The LSA? Generally on 110, for best results N/A. A 112 LSA makes it a little easier to control on NO2, although we've had lots of them run good on 110.
What about your fuel system? If you're using Holley Blues, you need 3 of them. I feel just for the engine, you need about 250 gph. Let me know.

UDHarold

Originally posted by UDHarold:
What about your fuel system? If you're using Holley Blues, you need 3 of them. I feel just for the engine, you need about 250 gph. Let me know.

UDHarold LOL,

Sounds like a fuel system nightmare to me. why not use ONE quality fuel pump... prolly be cheaper...

And I SERIOUSLY doubt 3 fuel pumps would be necessary even on a 540...

Hi Glenn, We're back from Mo-Kan and the shootout. We were 5 MPH slower than most of the top cars in the class but were almost the quickest. We were tied for the quickest until the semi-finals when the #1 qualifier eclipsed us by 2 hundredths, 5.87 to our 5.89. Now for the good part, our first round opponent was a late model firebird with a Jerry Bickle chassis and he red lighted and did a skyscraper, 45 degree, wheelstand that covered 275 feet of the 1/8 mile (on E.T. Streets no less) and took out the 330 ft. timing equipment when he got back to earth and crossed the center line. We drew a mustang we had beaten at Tulsa in the second round and beat him again. Third round pitted us against a '85 Camaro who had just run a 5.93 (son came thru again and ran a 5.89 in beating this opponent). I'm getting pumped now as we are into the finals, against the Nova that won the class in Tulsa a week before. I told my son that if he pulled the car up against the converter it would move quicker and he "listened". Up on the converter pushed the car a few inches just before the lights dropped and distracted the Nova driver slightly. The Chevelle treed the Nova and got out on him big time, Our 5.95-.415 light beat his 5.89-.557 light with daylight to spare. The Nova ran over 120 MPH while we ran 116.6 MPH but we won. Two races and one win isn't too bad. Boy the Chevelle sure leaves with the new wheels and tires. (1.35) 60' at this track. P.S.... There is a good picture of my son's Chevelle on the Mo-Kan website (second pic. from top). Outlaw strip on the Missouri-Kansas border 12 miles northwest of Joplin, Mo. on HWY. 171 (Asbury, Mo.)

JakeShoe,

I agree about using 1 quality fuel pump.
However, if he has 1 Holley Blue for the engine/cam, and 1 Holley Blue for the NO2, he will run out of fuel for the engine with my roller pulling air through it. The Crane puts so much reversion in the engine, fuel pumps aren't critical. My cam needs 2 Holley Blues, or 1 quality fuel pump of 250 gph or more, for the cam. Or at least it has needed it for 24 years......

UDHarold

UDHarold, I understand the unsymmetrical lobes and we'll probly go with the cam on a 110 L/S with
the 4/7 swap. The car has 1 big fuel pump a magnaflow 500 I think, holley blues were when it was an 11 second street car. I will be getting together with the owner in a few days and will contact you for a time frame and pricing, Thanks again for your input and responses to my posts. P.S. Let me know a good e-mail addy for these details.

Harold S. Thats way cool :cool: Lots of luck on the cars performance! Just goes to prove consistancy in driving and a good launch can overcome a faster machine! By the way, did I tell you about the 71 chevelle that ran drag radial at Orlando a few weeks ago? How about 8.12 et's from a stock suspension, non mini tubbed, steel body, roll up and down glass windowed super sport? Yes thats right 8.12! ! :eek: