My 422 smallblock build

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cam it like a lift rule motor
lift it to .500, hold it there, close it
takes less spring
don't need no pointy nose cam
(just kidding on the .500 maybe a little more)
or fix the heads
Krooser and I just bought Jones solution but different problem
we may have to come off a corner at 3500 sometimes and 4000 best case
so we can't go big on the duration
we wanted more lift too
Jones says 1.6 rockers would help on the top end
I'll have to take another look at our flows
Lncidently Jones made a change after we made soe changes
If you can flow with the manifold let him know
 
After rereading the thread I see you are using a dual plain and indicate you a mild mannered motor. I can see why Jones spec'd it like he did .
Some of the build parameters clash ... 2.08 valves and a dual plain for one .
I am excited to see how this cam works out !
Could be a perfect sleeper combo !
I have both an aluminum and cast iron W2 dual plain . Always wanted to make a sleeper 77 Magnum or 81 Mirada ! Keep it looking stock under hood .
 
I swear nobody listens to me...
Post#13....
I've been telling you guys for years that yellow Rose is a 13 year old girl with a stack of her father's hot rod magazines...
LOL...:poke:
Nobody listens to me...
yellow rose said:
I suggest you get the April 2020 Hot Rod magazine and read from page 73 on. Billy Godbold explains a lot of things
If you can find that Hot Rod article on line it would be well worth your time to download it and read it.
Click to expand...
The dual-plane manifold caught my eye as well has made me scratch my head...
What are the other specs? Did you talk to Ken himself at Oregon cam grinding? Both of my grinds have been from him and he gave me exactly what I wanted...













Sorry yr it was too hard to resist it was like shooting fish in a barrel....:lol:...
 
Wrecking another thread again?

Seriously?!?! Dude! Really?!

j par said:
I swear nobody listens to me...
Post#13....
I've been telling you guys for years that yellow Rose is a 13 year old girl with a stack of her father's hot rod magazines...
LOL...:poke:
Nobody listens to me...

The dual-plane manifold caught my eye as well has made me scratch my head...
What are the other specs? Did you talk to Ken himself at Oregon cam grinding? Both of my grinds have been from him and he gave me exactly what I wanted...













Sorry yr it was too hard to resist it was like shooting fish in a barrel....:lol:...
Click to expand...
 
j par said:
I swear nobody listens to me...
Post#13....
I've been telling you guys for years that yellow Rose is a 13 year old girl with a stack of her father's hot rod magazines...
LOL...:poke:
Nobody listens to me...

The dual-plane manifold caught my eye as well has made me scratch my head...
What are the other specs? Did you talk to Ken himself at Oregon cam grinding? Both of my grinds have been from him and he gave me exactly what I wanted...













Sorry yr it was too hard to resist it was like shooting fish in a barrel....:lol:...
Click to expand...
IMG_20200325_091630_01.gif
 
mbaird said:
After rereading the thread I see you are using a dual plain and indicate you a mild mannered motor. I can see why Jones spec'd it like he did .
Some of the build parameters clash ... 2.08 valves and a dual plain for one .
I am excited to see how this cam works out !
Could be a perfect sleeper combo !
I have both an aluminum and cast iron W2 dual plain . Always wanted to make a sleeper 77 Magnum or 81 Mirada ! Keep it looking stock under hood .
Click to expand...


I saw the dual plane too. I will NEVER get it. 4 hours on a flow bench and no one would run run.


Doesn't matter. To run the RPM it will take that much duration (whatever the hell I said earlier) and there isn't a single reason I can think of to run any less lift or a split pattern cam with a blown out LSA.

I went through a TON of cam grinders when I stopped picking my own cams when the new cams made less power and went slower. I spent a TON of money going backwards.

When you run a stick and you add exhaust duration and blow out the LSA to get the RPM after peak HP it absolutely KILLS power right in the gear change. Every single time.

They drive like **** on the street. They buck and chug and it's just nasty and miserable.

A little carb tuning and you can get the most "wild" cam to idle clean as low as you dare go within reason. It's not a low power Honda, so anything even decent shouldn't idle below 800.
 
mbaird said:
After rereading the thread I see you are using a dual plain and indicate you a mild mannered motor. I can see why Jones spec'd it like he did .
Some of the build parameters clash ... 2.08 valves and a dual plain for one .
I am excited to see how this cam works out !
Could be a perfect sleeper combo !
I have both an aluminum and cast iron W2 dual plain . Always wanted to make a sleeper 77 Magnum or 81 Mirada ! Keep it looking stock under hood .
Click to expand...
As far as the dual plane intake and 2.08 intake, it’s been done with pretty good results.
https://www.hotrod.com/articles/1111phr-skmfx-racing-engines/
And that was on a stock stroke 360.
The heads needed a valve job when I bought them and they were already sunk. The 2.08 was readily available in the length I needed so it was an easy decision.
The reason for the dual plane is this car will primarily be a street brawler with an emphasis on low to mid range torque. That intake should still be able to make good power up to about 6800 and I don’t plan to ever spin it that fast, at least not intentionally :)
 
I read about two paragraphs of that ragazine and that was enough for me. Lol. What an idiot. Done by 5500 and beat the mains out. Go back to engine building school buddy.
 
The intended purpose of this combo is to be a reliable street car that will provide a ton of fun doing short blasts while powershifting, doing rolling burnouts, and generally causing a ruckus. It is not intended to be a max effort world-beater. That’s why I chose the dual plane intake, the 3.91 rear, and probably why Jones gave the specs he did and not some wild *** .700 lift 300 duration cam. I do still think his recommendation was light on lift but I may have failed to tell him the heads are the long-valve version and installed spring height will be in the 1.9-2.0 range.
 
pittsburghracer said:
I read about two paragraphs of that ragazine and that was enough for me. Lol. What an idiot. Done by 5500 and beat the mains out. Go back to engine building school buddy.
Click to expand...
Take it for what it is John , my point was that the combo has been done and made power than expected. I can relate to the article because I don’t want an engine that I have to ring it’s neck every time I drive it (aka bracket engine). I just want to drive it, change oil, set lash, and repeat.
 
510 hp at 6100-6200. Not so bad for a small cam small cube engine.
pittsburghracer said:
I read about two paragraphs of that ragazine and that was enough for me. Lol. What an idiot. Done by 5500 and beat the mains out. Go back to engine building school buddy.
Click to expand...
 
SSG_Karg said:
The intended purpose of this combo is to be a reliable street car that will provide a ton of fun doing short blasts while powershifting, doing rolling burnouts, and generally causing a ruckus. It is not intended to be a max effort world-beater. That’s why I chose the dual plane intake, the 3.91 rear, and probably why Jones gave the specs he did and not some wild *** .700 lift 300 duration cam. I do still think his recommendation was light on lift but I may have failed to tell him the heads are the long-valve version and installed spring height will be in the 1.9-2.0 range.
Click to expand...


Not to beat a dead horse because you are going to do what you are going to do, but in 2010 netting .650 was boring. I'm taking about on street driven cars just like you want.

There are guys running way more than that, and I'm not talking drag week stuff either. Doing just what you want to do.

The single biggest killer of mid range power and driveability is using way too much duration and not nearly enough lift.

It's not 1985 anymore and cam grinders who have not learned the lessons of low lift will never learn it by now.
 
yellow rose said:
Not to beat a dead horse because you are going to do what you are going to do, but in 2010 netting .650 was boring. I'm taking about on street driven cars just like you want.

There are guys running way more than that, and I'm not talking drag week stuff either. Doing just what you want to do.

The single biggest killer of mid range power and driveability is using way too much duration and not nearly enough lift.

It's not 1985 anymore and cam grinders who have not learned the lessons of low lift will never learn it by now.
Click to expand...
Screenshot_20200321-111428.png

LOL.. you keep throwing them straight down the center and I'll keep knocking them out of the park... LOL..
 
I shifted my 408 on 93 BP pump gas at 6400 rpm. .520 lift solid lifter cam, flat top pistons, 2.02 valve and it ran 9.80’s and never beat a main bearing out of it.
 
I think I understand now .
You are working with what you have ( w2s that already had 2.08s) and want a potent street brut rather than a full throttle only drag car .
For that scenario I think it should work out great ! I cant wait to hear how it drives .
 
Just read that Hotrod article and I didnt understand a few things...
1) did it say the builder had to tube his W2 pushrod holes then opened up the intake ports beyond that ? He must have different W2s than the sets I have had over the years ! Or ported them out to Landy Prostock proportions !

2) Where are the flow numbers ? Did I miss that ?

3) Why cant I find these mystical deals like 99$ Geardrives ? Lol
 
I’ve said this many times, if you build a 4” stroke small block and it doesn’t have a bunch of low end torque, you’ve screwed up somewhere.

I don’t understand why people are scared of single plane intakes on strokers.
 
justinp61 said:
I’ve said this many times, if you build a 4” stroke small block and it doesn’t have a bunch of low end torque, you’ve screwed up somewhere.

I don’t understand why people are scared of single plane intakes on strokers.
Click to expand...


I’ll go a step further. I don’t know why guys are afraid of single plane intakes in stock stroke stuff. 44 plus years and never ran a dual plane intake yet on anything I’ve ever built.
 
mbaird said:
Just read that Hotrod article and I didnt understand a few things...
1) did it say the builder had to tube his W2 pushrod holes then opened up the intake ports beyond that ? He must have different W2s than the sets I have had over the years ! Or ported them out to Landy Prostock proportions !

2) Where are the flow numbers ? Did I miss that ?

3) Why cant I find these mystical deals like 99$ Geardrives ? Lol
Click to expand...
Did you find the article on line? Link?
 
I think my method of having a friend hand me a free cam while I’m at his shop visiting is every bit as scientific as what’s going on here....
 
justinp61 said:
I don’t understand why people are scared of single plane intakes on strokers.
Click to expand...
Not scared at all, just don’t see the reason to use a manifold that is designed to produce power between 4000-8500when the majority of my driving will be between idle and 6500. Am I missing something here? If I planned to bracket race this car sure as **** I’d sell the dual plane and slam a Strip Dominator on it and hold it to the rug. I thought the dual plane would be perfect for my intended usage. Would a single plane make a few extra hp at max rpm? Almost definitely. Will the dual plane outperform from idle to 3500? I’m betting so.
 
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