Flutter below 2k rpm
Not E85. Just 10%.
My gauge is a Snapon not a cheapie...
My expections might be too high .
Not at all; I currently run an 11/1, 367 at 177psi with a 276/286/110 Hughes cam,(230/
[email protected]) on 87E10; and it spins hardened 295s to whenever ; with 3.55s no less. It will break them loose at 50 in second gear, without the help of a convertor. It did the very same with the earlier cam, a Hughes 270/276/110 (223/
[email protected]) but with a lil more pressure.
I expect at 168/175psi, yours should too.
I'm wondering now, if the 9.7Scr is the error. With 360cubes, you would need a total chamber volume of 84.77cc. With a zero-deck and flat-tops I don't see how that's possible.
But with 10.7Scr the total chamber volume rises to 76cc, very doable.
Both of these cams were , and continue to be, a blast, with no, NO disappointment, and the 93mph Eighth-Mile trapspeed proves it. I think
Rumble is running a similar combo, and I've never heard him lament either.
How do you explain raw fuel out the tail pipe and black exhaust tips ? Not to mention 8 mpg on a 260 mile road trip...
Yeah I feel for ya man; what's your cruise rpm?
My cam is hard on gas too,but not at all like yours. I run a GVod with 3.55s so my cruise rpm is 65=2240, and my pipes are clean. The 230*cam vacuum peaks at ~2100, so I'm right on the edge. I run a cruise timing of over 52* tho. With your cam, you're gonna have to start the fire real early to cruise with clean pipes. And here's why;
working off the advertised numbers your power cycle ends at 103* ATDC. But off the .002 spec, the valve is already opening at 93* ATDC. In other words the piston is around half way to the bottom when the exhaust valve opens. There is no way, on the mechanical timing, that the A/F charge has finished burning at cruise rpm. So it will continue to burn in the pipe at a drastically reduced pressure, and soot, and 8mpg, is the proof. You may never get enough timing with the factory-type D and factory Vcan. I had to get me a stand-alone, dash-mounted, dial-back timing box, to make up the difference. At 2240 cruise rpm my combo was wanting up to 60* advance, with aluminum heads and running 207*F minimum cooling temperature.I settled on 56*.
How are you gonna get there?
Now, once the timing is there, you will find that you can lean it way way out, because the pressure spike is now occurring when it should, making way more cruise torque; and all the gas is now burning.
With my 367 I have run just about every rear end ratio Mopar ever made for an 8.75 from 2.76s to 5.38s, at one time or another. And I gotta tell ya, the right 222type cam is IMHO the best street cam for a high compression360 making mountains of torque, a solid mid-range, and while a little short on the top, it will still pull hard deep into the 6000s. All you gotta do with that combo is gear it right for the job and it's a funtastic combo.
By the way my Hughes HE2430AL Flat-Tappet Hydraulic, 270/276/110 and
223/[email protected], and .538/.549 lifts w/1.6arms;
went 106 in the quarter with 3.55s, no tuning.
had mega torque, 440 magnum-like torque to 3500rpm or so.
pulled fuel mileage even carb'd 4-bangers would envy
and ran clean out the TPs.
Yeah,OK the tuner mighta had something to do with that, but the basic package was very simple; like yours; just a near-zero deck short with 63cc aluminum heads and all the typical bolt-ons, I used a750DP for everything except hiway. For that I prepped and dedicated a 600VS Holley. I mean the thing practically fell together just short of 11/1.
Your cam will not like the cruise rpm that I ran with the 223* cam; lol. The gearing was A833od box with the GVod behind it for 7 useable gears. 65 was less than 1500. We cruised with the traffic at up to 85=1900, but mostly at 75=1700. I could tell you in point to point we hit over 30mpgs US, but I haven't met anyone yet that doesn't poo-poo that. It is what it is, and I really miss that cam. I urge you to get the timing right.
