XE268 and XE274 cams
I would like to hear some builds and et's with xe268 or xe274 cams if someones running them!Thanks
One of the best features of the Dodge engine is the larger lifter size and almost nobody exploits it. You get a Chevy grind on a Dodge shaft. I have done a lot of research on cams for small Dodge. It's very difficult to compare apples to apples when comparing one manufacture's cams to another because a spec card really doesn't show you the ramp profile. It can be done but you have to look for the data.
The XE cams from comp do have an agressive ramp rate but appear to be designed for taking full advantage of the Chevy .842 lifter. Take a look at the adv duration, duration @0.050, and lift between a small Chevy and Dodge. They are almost always identical. While that is XE is better than the older designs there is a better option. Hughes Cams makes a line of cams that take full advantage of the .904" dodge lifter. Compare a Hughes cam with a comperable cam that has the same duration @0.050, and you will see that the overall duration (advertised duration) is much less and gross lift is much greater. The advertised duration(overall duration), amount of overlap and where the cam is installed dictates the sound, and temperment of the cam but the ramp rates dictate how well the cylinders fill while the valves are open. That means the Hughes will fill the cylinders better and operate at a much lower rpm, retain more vacuum and idle smoother. That equals low speed horsepower and torque! These cams do not disappoint!
We have a '65 Dart with a 340 and a set of econ w-2 heads. THis is not a professional tune job, just a box stock 750 dp Demon with a jet change. The heads are basically box stock with the exception of 11/32 stem 2.08/1.60 valves and is topped with an M1 single plane intake. 12:1 static compression and H beam rods. Headers are 1-5/8 Hooker super comp headers. We are using a solid variety of a Hughes cam multiplied with 1:6 rockers. The car makes 404 HP @ 7000 rpm (roughly 480 hp flywheel hp) at the tires routed thrugh a 4 speed, 3.55:1 and 28" tires. What's more impressive is the low end torque and smoothness of power.
The car weighs 3300lbs, you can dog it thru the corner until you can start to hear the cam, stand on the throttle and it'll shove you into the seat. On the street, a little too agreesive with the throttle shifting into 4th gear (near 90mph) and the 315/35/ZR17's DOT road race slicks will go up in smoke (in a straight line).
This is the 2nd cam for Hughes in this engine. The first was a bit smaller in the same engine on pump gas. Although we didn't dyno that one, it was no disapointment either. I will not buy anything but hughes for a Dodge.
If you want to shell out for a roller cam, then do your research, but if you want top performance without spending a fortune, pay a little extra and buy a Hughes.
If you want to see a little clip of our first time out with a bunch of new modifications to the chassis see the link below. Make sure you get 7 min into the video to see some of faster footage because we were taking it easy trying to find the limits of handling. Also, please note that the video really doesn't do justice. The Mustang is going flat out and as you can hear the Dart isn't having to work on the straights. The Dart is capable of 140+ on the straights. You can also hear the engine overpower the clutch of few times in high gear on the straights. The engine is only at full throttle 2 or 3 times throughout the video but it does illustrate the smoothness of power.
[ame="http://www.youtube.com/watch?v=109L5WHZULM"]65 Dart vs Mustang.mp4 - YouTube[/ame]
Hopefully we can post another video this spring/summer.
