fishy68
Tyr Fryr's Inc.
Northern I meant no attack. I just simply offered my opinion, free of charge. Whether or you now agree with me is up to you. Sorry you felt attacked but that was not my mission. My mission was just to help if I could.
I have my 392 ordered, how much power will it make?
- Thread starter NorthernSwede
- Start date
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1wild&crazyguy
Banned
If it was a 318 not 392 the cam would be nice for what you are doing.
whats the o lap, like 29* or something? that will translate into 12* with 392 inches.
like I said...it's a 75cfm increase going to a 750, per 2 barrels...and you say you won't be reving it so....you'll be in the primary most of the time depending on your foot and if vac sec- the spring
I'd rather see a 340 cam being used here [even narrowed up some] than the 1 you picked for this truck/tow 392.
I'd like to see 48-52* o lap on a 112 with 260's/low 270's duration, split pattern OR port the exhaust a lil.
the taller rpm intake is the way if you know anything about pulses and ram effect-longer the runner, the more torque & at a lower rpm. the rpm had a lil longer runners than the performer.
also...if your worried about off idle air speed...learn to tune the transition/pump shot, or get an annular nozzel carburetor. Also taylor the curve so you have higher initial and then a lil slower advance rate with full advance right at the mid of the power band.jmo
remember the chrysler 300's and the long ram intakes and what was the cam like used to pull 5000+pounds of land yacht? a lot bigger than the cam you picked..and the 300 peak torqued at 4000-4400
whats the o lap, like 29* or something? that will translate into 12* with 392 inches.
like I said...it's a 75cfm increase going to a 750, per 2 barrels...and you say you won't be reving it so....you'll be in the primary most of the time depending on your foot and if vac sec- the spring
I'd rather see a 340 cam being used here [even narrowed up some] than the 1 you picked for this truck/tow 392.
I'd like to see 48-52* o lap on a 112 with 260's/low 270's duration, split pattern OR port the exhaust a lil.
the taller rpm intake is the way if you know anything about pulses and ram effect-longer the runner, the more torque & at a lower rpm. the rpm had a lil longer runners than the performer.
also...if your worried about off idle air speed...learn to tune the transition/pump shot, or get an annular nozzel carburetor. Also taylor the curve so you have higher initial and then a lil slower advance rate with full advance right at the mid of the power band.jmo
remember the chrysler 300's and the long ram intakes and what was the cam like used to pull 5000+pounds of land yacht? a lot bigger than the cam you picked..and the 300 peak torqued at 4000-4400
EL5DEMON340
Well-Known Member
why use a holley if low end is what your after??? get a spread bore carb chrysler put 800cfm t-quads on 318's.
451Cuda
Well-Known Member
Is this a towing application? Quick street car? C-body cruiser? Irrigation pump? You never said specifically...
But regardless of whether it's low rpm pulling power or high rpm racing power, it doesn't matter - both need to breathe. Stock '66 manifolds with 2" pipes and a tiny carb will choke it.
My advice:
- 700 to 750 cfm carb, dp for manual trans, vac sec for auto
- 1 3/4" primary headers, either tri-y or 4 tube
- minimum 2 1/2" (but 3" recommended) exhaust with crossover or x pipe
- cam choice seems on the very mild side, not saying anything on this till I know what the hell the engine is going into
But regardless of whether it's low rpm pulling power or high rpm racing power, it doesn't matter - both need to breathe. Stock '66 manifolds with 2" pipes and a tiny carb will choke it.
My advice:
- 700 to 750 cfm carb, dp for manual trans, vac sec for auto
- 1 3/4" primary headers, either tri-y or 4 tube
- minimum 2 1/2" (but 3" recommended) exhaust with crossover or x pipe
- cam choice seems on the very mild side, not saying anything on this till I know what the hell the engine is going into
NorthernSwede
Well-Known Member
I did not know, that the rpm was taller than the performer, I will admit that I took a chance on that one since it was rated at lower rpms than the RPM.
I have a http://www.summitracing.com/parts/CRN-15005/
and a http://www.summitracing.com/parts/LUN-60402/ lying at home from previous builds.
Any of those cams more to common liking?
I have a http://www.summitracing.com/parts/CRN-15005/
and a http://www.summitracing.com/parts/LUN-60402/ lying at home from previous builds.
Any of those cams more to common liking?
NorthernSwede
Well-Known Member
And it's going into a truck, and I think I mentioned earlier that the dimensions on the exhaust weren't decided yet, but now they are. I have decided for 3" with x-pipe and magnaflow mufflers. A couple of headers and some head porting will come along when the cash is available. A 750 might be a later upgrade depending on how the car behaves but for now the 650VacSec is whats going on first hand.
You may have a look at the Comp Cams XE262H as well. The spreadbore carburetor is absolutely worth consideration as mentioned above.
I dig where you're going with this build. I did something similar for a fellow serviceman in the early 90s. At the end, the 3/4-ton (Brand X) pickup truck with the aerodynamics of a refrigerator box was pulling down ~24 MPG and had enough grunt to surprise more than a few Junkstang guys.
I dig where you're going with this build. I did something similar for a fellow serviceman in the early 90s. At the end, the 3/4-ton (Brand X) pickup truck with the aerodynamics of a refrigerator box was pulling down ~24 MPG and had enough grunt to surprise more than a few Junkstang guys.
NorthernSwede
Well-Known Member
That just what I'm looking for! Sounds amazing, what exactly was the build? If you can remember that is! =)
1wild&crazyguy
Banned
low end comes from air flow as well as turbulence from high air speed mixing or keeping the fuel mixed better though it's path.
response can be from a 2brl, but at what rpm will it matter or last till it falls off.....
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