I'm looking for info on Comp Solid roller cam. It will be in a street/strip 66 Chevelle. The specs are # 288AR-10SR
242 Duration
636 Lift @ .050
108 LSA
The engine and car info:
427 4 bolt
12.1 TRW Forged Pistons
AFR Aluminum Heads(not decided on size)
Stock steel crank and rods
ARP Bolts
4000 Stall converter
4.10 Gears
The cam comes with the short block I'm looking at buying. Any info or suggestions would be appreciated! Thanks

Run it. I've heard nothing but good things about that cam over at CorvetteForum.com. HOWEVER, if that shortblock also runs Comp lifters, I would SERIOUSLY consider an upgrade to Isky Red Zones or similar type lifter if the motor is to be run on the street at all. THat's a street roller cam to be sure, but I would not rely on the Comp lifters. Not bashing, but too many quizzical failures. Factor that into your purchase price imho.

Thanks L88. I agree on the lifters...the Cranes have to go.
One more question. The cam is a hair smaller than I wanted. Would 1:8 rockers help or hurt the combo?
Thanks Again

If you are going to go with that cam & AFR heads, yes 1.8's will help but I feel that cam is a little short for 12.0 compression or are these closed chamber pistons?

I would suggest the AFR 305 with the CNC chamber option as they will flow very close to the full 315 CNC head to about .600 for quite a bit less money.

If you email me I can probably save you a few dollars on the AFR's & Isky Red Zones, I have pretty good pricing on both ;)

Also, if that is the standard -8 cam it is on a cast core & I am not a fan of cast solid rollers I do not use them in anything.
I'd change to a billet with the cast gear option so you can run a decent spring & still retain a standard distributor gear ;)

Hey Mike, I was hoping you'd chime in on this question. Thanks for the advise...I'll be in touch on the heads and lifters, for sure. The pistons are open chamber.
While I've got your attention....do you think I should mess with this combo, or start fresh with Dart 540 stroker and build it "my way". My goal is 600+ HP.
The 427 is fresh and built locally by a very reputable engine builder. Everthing is new, the block is a LS7(std bore) with 427 internals. The price seems fair at $2600 with SFI balancer and flexplate,RPM intake and Moroso pan. I guess if he will remove the cam and lifters I'll go this route....what's your opinion? Thanks Cary

Well,, I'd opt to "build it your way" ;)

The 427 sounds like a very good deal but,,,

What are your plans for this? If it's a street or street strip type deal build the 540 with about 10.0, 10.5 so you don't have to drag a trailer around with race gas :(
12.0 is going to be a problem unless this is pretty much a strip only car in which case I think it needs more cam but 600HP is not a problem in a 427 at 12.0 with good heads.

I freshened & dynoed a 427 a few years ago that had some iron rect heads that had some questionable work done to them & were probably too damn big & it made a little over 600.
I've got the cam numbers in the computer but I think it was in the 280's at .050 from memory.
Compression was around 13.0.

Thing is with a 540 you need to decide which plug wires to leave off to keep it at 600HP &,,,, you will have this other horrible problem of trying to figure out what to do with the all the torque :D

He, He!!

A "tow-truck" motor....

pdq67

Mike, Thanks again for the good advise! I agree on the 540....probably overkill, but would be nice. I'll call my buddy and see if he'll sell me the shortblock less the cam and lifters(and save 2K over the 540 price).If not, I'm going 509 or 540. The main reason I like the 427 is it's all new.
The car will be trailered and my buddy is a VP dealer, so fuel isn't a problem. I'll send you an email when I get this figured out. Thanks Again! Cary

Whoops I missed an important detail, the 12:1. That 288AR is for 10:1, and the cam needed to tame 12:1 is much too big for anything but a 4500-8500 bracket motor.

OK Gene or Mike, so if I go with this shortblock and change the cam, will the compression hurt the combo? I want a solid roller. I think stock exhaust port heads might be needed in a 66 BB application(very tight). Maybe Brodix BB-O'S OR GMPP.If the AFR's are worth the hastle, I'll get costom headers.... Need opinions.
I did check, the cam is a -10 billet core, but with 1.8 rockers is still to small?
The car is mostly going to be a street car(drag radials) with some 1/8 mile bracket racing with slicks. Thanks Guys!

yea,if our gonna do 12to 1 comp or so,think of the fact that it will only run on race fuel,if I had to do it again ,I would go with 10 to 1 or so in my 427,Im using a crane L-88 blueprint cam with 1.8 rockers,revs good from 4400 to 7800 rpm,im runnin 12 to 1 and race petral is a must,at all times,though a mix of sunoco 94 oct and 108 oct half and half does work for me---
so so!!. race fuel is costly for a street car,but to me worth it-67rat member 199

Since gas is not a problem I guess the 12.0 is not.
I feel the cam is to small even in a 427 at that compression.

The AFR heads are worth the effort in this combo as it is going to want to RPM,
I can't say enough about the low & mid lift numbers these heads have & I would not be afraid to run a straight pattern cam with them, or maybe two to four degrees on the exhaust side at most unless you plan on nitrous.

The exhaust is only raised .375 on the AFR so fitment is not normally a big issue.
If you want stock location exhaust I would go with the Brodix Race Rite with the CNC chamber, the exhaust side is much better than the GM stuff.

You might be happier with the low speed drivability (like below 3500-4000) of the ovals but you will be sacrificing some power potential if you are going to let the engine rpm & remember, the 305 is a lot smaller than the old rect ports & a hell of a lot more efficient.

+++++++++++++++Edited++++++++++

I thought about this today while I was playin in the shop & being as this ain't a race car I have changed the cam specs to less cam ;)
These are what I would run for a street strip toy, especially with a dual plane intake.

With the AFR's I'd use something like an Isky R-558/ R-581, 286/254/174, 290/258/177 - .714/.714 & 110 sep
I would run more exhaust duration with the Brodix heads like an R556, 298/264/183 - .714.

Maybe Harold will stop by with some cam suggestions ;)

Mike, thanks again for the great advise! I'll know tomorrow if I get the 427.
One more question: I'm using a stock 66 SS hood, so clearance is limited. I believe a RPM Air Gap is the tallest intake that works. Will this hurt the potential of this combo?
I'll be in touch on the other goodies(cam,lifters, heads) as soon as I know what's happening.
Thanks Again Cary

Originally posted by Revs Hi:
Mike, thanks again for the great advise! I'll know tomorrow if I get the 427.
One more question: I'm using a stock 66 SS hood, so clearance is limited. I believe a RPM Air Gap is the tallest intake that works. Will this hurt the potential of this combo?
I'll be in touch on the other goodies(cam,lifters, heads) as soon as I know what's happening.
Thanks Again Cary Yes but it will work very well to about 6000-6500.
I feel from about 4500 up something like a Vic Jr is going to work better & at about 6000 up there will start being a substantial difference.

With a dual plane I would put a less cam in it, especially if you go with ovals.
The intake is going to move the torque curve down so you don't really need a 7000+ RPM cam.

There's seems to be a couple of versions of those cams. I have experience with one of the 288AR's. It was an older design one. 244/244*@.050 .623/.623 on a 110 LSA. I used it in a std bore 427 with ported Merlin oval ports(324cfm). I had 11.2 honest compression with head milling and used an older Team G single plane (hood clearance) and a 1050 Dominator.

That cam actually drove/ran well on the street. I never engine dyno'd it, but I chassis dyno'd it a few times. It made 423 RWHP@ 5850 rpm. It hung on well due to the heads and was still making 417 RWHP @ 7000 rpm. This is through 2.5" full exhaust and Flowmasters. It ran 11.20's@123 in 3600lb Vette with 3.36's and a Doug Nash 5 speed. Might have been quicker but hard launches caused lots of broken rear end parts. So I walked it out of the hole at 1500 rpm. Not good for 60' times!

It held 14" of vacuum and could putt around fine. I actually thought it was a great street cam overall. I ran a gazzilion cams through that 427 over a 20+ year period, and it was one of the best overall.

Comp is producing a lifter with the oiling holes to the axles now just like Isky etc. Not sure if materials are as good, but the price is the same as the old ones. These should be much better than the old Endurex ones, at least these get pressurized oil now.


For 12.0 compression, I think that cam is a little small too plus headers are big.

I did some dyno testing on my 540 and up to around 6000 or so the 2" ones were way ahead of 2 1/8" and 2 1/4" ones. After that they went down quickly (like 40-50 hp! by 7000 rpm!)


JIM

Cary,
The more I thought about this deal today & after talking it over with Tony at AFR I have edited my post because I think the cam lobes I suggested were too big for a street strip type deal & agree with him that the heads are so good they just don't need so much cam.

These are what I would run for a street strip toy, especially with a dual plane intake.

With the AFR's I'd use something like an Isky R-558/ R-581, 286/254/174, 290/258/177 - .714/.714 & 110 sep
I would run more exhaust duration with the Brodix heads like an R556, 298/264/183 - .714.

This is close to my 60 over 427. Vic Jr. ported intake, and maxed out 781 heads with 11.75 to 1 Ross hollow domes went 634 hp. @ 7100 rpm before the valve train harmonics said 'stop'. (weak pushrods, bent a hellofalot of them} The cam is a comp supergas cam, oh, 729 lift, just under 300 duration. I don't know if this cam is a valve spring killer or not, but it all seemed to work pretty good on the dyno. An optomized combo should go to about 670 hp, I'm told.

Wow, Thanks guys for all the great info!! I'm going to have to do some more research on the intake clearance issue. I really need a single plane intake to make this baby sing! I'll know tomorrow if my offer on this 427 is accepted.
Thanks again to everyone for all the great advise!
Mike, I'll be in touch.
Cary

Originally posted by ejrempel:
This is close to my 60 over 427. Vic Jr. ported intake, and maxed out 781 heads with 11.75 to 1 Ross hollow domes went 634 hp. @ 7100 rpm before the valve train harmonics said 'stop'. (weak pushrods, bent a hellofalot of them} The cam is a comp supergas cam, oh, 729 lift, just under 300 duration. I don't know if this cam is a valve spring killer or not, but it all seemed to work pretty good on the dyno. An optomized combo should go to about 670 hp, I'm told. Could you post the part number for that cam?

I can't find the exact cam in the comp book. It must be a old model or custom grind. I'm talking to the guy later today...I'll find out more. Cary

Ok, 71Nova, here it is: Comp 312CR-10, 4500 to 7300 rpm, 278 intake @ 50, 282 exhaust, 714 lift on the intake, 680 on the exhaust, cut on 110 degrees. In a 3800 lbs. car with a loose ten inch converter, I don't know if this cam can get out of the car's way. There must be a dozen better grinds out there, but that's what was in the short block.

Not to Hi Jack the post. But I plan on using a HI compression .060 over 427 in my Nova. I've been watching the forums for a while now, i want to do as much research as I can before I build the engine in january.

looking to have a mid 10 sec 3000# nova

Please consider removing the plenum divider on say, a Holley or Weiand intake of your choice like was done on the old L-88/ZL-1 motors dual plane intakes and then stagger jet your carb. like Chevy did way back when b/c they didn't have a single plane IF you think height will be all that much hassle!!!

pdq67