Experts and Know-it-alls welcome..

-
this is all moot until the true Scr has been determined with the 302 heads
I think I mighta mentioned that right at the beginning of the post.

And I'm not talking thru my hat;
I ran my stock-cammed low-compression 318 (135psi) for six winters, several of them with the A833od that has very similar wide ratios of
3.09-1.67-1.00, and of course the .73overdrive. Splits of .54-.60-(.73od)
Every winter I ran it with a different rear gear, because I had them.
It ran pretty good with 4.30s.(3.14 in od)
It ran pretty good with an A904, a 2800, and 3.55s.

Did I exaggerate?
I don't think so; 2800 is already pushing 65% of the factory power curve.
But if I did, I'd rather be wrong in the right direction; cuz nobody likes a know-it-all that says everything will be peachy-keen, and then it isn't.
That cam will have to be buzzed up to get out of reversion, probably, and guessing around 2200. And until that stops, it will be pissing pressure back up into the intake. That's just the way it is.
Stock pressure at ~500ft and with a true 8/1 Scr is about 137psi.
What's it gonna be with the Whiplash. Nobody knows cuz Hughes won't publish the numbers.
But I can guess based on some of their obsolete cams numbers.
At an Ica of 55* we're looking at 130psi At 8/1Scr.
By 7.5/1 the pressure has slumped to 119psi
If the Ica is 60* and the Scr is 8.2 say with the 302 heads, then maybe 129psi.
It doesn't really matter cuz the numbers are all very low.
But suppose you get her up to the max suggested by Hughes, 8.6 and are willing to run best pump gas at 484ft elevation. And say the Ica is only 58*, then you're back up to 140psi, and you know how that runs, cuz that is pretty much stock.
Now, the power will pick up after 2000/2200; slowly marching to the peak that comes around 4600 or perhaps a lil later. With a shift-rpm perhaps as high as 4800...... which with 3.23s and 26s comes at; 37mph in First/68 in Second/115 in Third.
When you shift at 4800; the Rs will fall to;
2650@37mph into Second; and to
2820 into Third at 68mph;
So that doesn't look too bad....
But OP has stated that he's not interested in making power ............ so why is he shifting at 4800? He won't be.
I choose a more realistic shift point of 4000 for this exact reason; because it's more representative of how the OP is gonna drive it, and so then more representative of what the OP can expect.
I guess we'll see.
 
Last edited:
For instance, a custom cam from Howard’s is 10 bucks more than an off the shelf cam. Was 179 when I got one a few months back. The same cost is the Hughes cam.

Look at page 25.

https://www.howardscams.com/sites/default/files/lobe list email 1-20-2014.pdf

So why not get one ground like HM2203372A at 107+2.
Aka 220@.050 with .337 lobe lift. Will bump up your output a little and give ya the sound your looking for.

As a side note. Building a well preforming hot rod is about the whole package and how each of the items work togeather. Car weight, tire size, gearing of rear and trans, power or manual brakes, and what your trying to get out of your car. Stop light to stop light, 1/4 or 1/8 mile. Or are you building a auto x or road racing car?

To each their own. But just throwing money on something will not get you where you want to go unless you plan out where your going...
 
OK...maybe the selling MTD1 would make you happier
204/214 421/444 forget that lumpy idle and burn rubber for a half a block
 
There's nothing wrong with the Whiplash cams, other than the amount of ignorant people there are spreading bullshit about them that's not true. That and people who've used them that have not degreed them, or chosen the wrong one. For example, putting the 360 Whiplash in a 318 and so on. Properly chosen and properly installed and DEGREED, they sound really good and run surprisingly well. Every SINGLE cam you choose is a compromise. You WILL leave some power on the table somewhere.

So you have to ask yourself are you looking for something to have FUN with on the street, or are you looking for something to win points and money with on the strip?

There's no need to make this any harder than it has to be and pull your hair out trying to decide. Hughes....and Comp with their Thumpr cams (same difference) have already done all the work for you. Take advantage of that, pick a cam and have fun, instead of watching another train wreck of a thread on an internet forum where so much WRONG information gets spewed it makes you wanna vomit.
 
Not only are the bullshit artists science talking you out of what you want to try when they haven’t tried it themselves, but it shuts on the real engine builders dyno results of which you can find published here.

And then you wonder why they give up trying to help you out when you have **** talkers with slide rulers telling you there dyno results are false.
 
Yawn…. Yammer yammer yammer yammer yammer yammer.
:lol:

this is all moot until the true Scr has been determined with the 302 heads
I think I mighta mentioned that right at the beginning of the post.

And I'm not talking thru my hat;
I ran my stock-cammed low-compression 318 (135psi) for six winters, several of them with the A833od that has very similar wide ratios of
3.09-1.67-1.00, and of course the .73overdrive. Splits of .54-.60-(.73od)
Every winter I ran it with a different rear gear, because I had them.
It ran pretty good with 4.30s.(3.14 in od)
It ran pretty good with an A904, a 2800, and 3.55s.

Did I exaggerate?
I don't think so; 2800 is already pushing 65% of the factory power curve.
But if I did, I'd rather be wrong in the right direction; cuz nobody likes a know-it-all that says everything will be peachy-keen, and then it isn't.
That cam will have to be buzzed up to get out of reversion, probably, and guessing around 2200. And until that stops, it will be pissing pressure back up into the intake. That's just the way it is.
Stock pressure at ~500ft and with a true 8/1 Scr is about 137psi.
What's it gonna be with the Whiplash. Nobody knows cuz Hughes won't publish the numbers.
But I can guess based on some of their obsolete cams numbers.
At an Ica of 55* we're looking at 130psi At 8/1Scr.
By 7.5/1 the pressure has slumped to 119psi
If the Ica is 60* and the Scr is 8.2 say with the 302 heads, then maybe 129psi.
It doesn't really matter cuz the numbers are all very low.
But suppose you get her up to the max suggested by Hughes, 8.6 and are willing to run best pump gas at 484ft elevation. And say the Ica is only 58*, then you're back up to 140psi, and you know how that runs, cuz that is pretty much stock.
Now, the power will pick up after 2000/2200; slowly marching to the peak that comes around 4600 or perhaps a lil later. With a shift-rpm perhaps as high as 4800...... which with 3.23s and 26s comes at; 37mph in First/68 in Second/115 in Third.
When you shift at 4800; the Rs will fall to;
2650@37mph into Second; and to
2820 into Third at 68mph;
So that doesn't look too bad....
But OP has stated that he's not interested in making power ............ so why is he shifting at 4800? He won't be.
I choose a more realistic shift point of 4000 for this exact reason; because it's more representative of how the OP is gonna drive it, and so then more representative of what the OP can expect.
I guess we'll see.
 
nice duster with the whiplash cam


im just surprized nobody recammended that 268 cam that erry body gose on and on about in every cam a 318 thread!!


then theres the voodoo cam.....


then the much hated big mutha thumper...


what ever you do, build the car YOU want! take your time and study what works and what dont! theres 100s of threads on here bout cams for a 318 and thay all just a big mess of ego measuring bull chit! same for 318s too and the 302 heads, lots of hate on here for both and every cam listed above for that matter! but when some body post bout a good running 318 with 302 heads and to much cam and how happy thay are with it, well there plenty of hate for that on here to! some feel to be a true moparittian you gotta build a 340/360 stroker with aluminum heads or walk ya arse back to the trailer park!! dont let them in ya head! built right a lil ol 318 can be mean!!!
 
Here's another nice sounding 318 Whiplash cam.

 
this is all moot until the true Scr has been determined with the 302 heads
I think I mighta mentioned that right at the beginning of the post.

And I'm not talking thru my hat;
I ran my stock-cammed low-compression 318 (135psi) for six winters, several of them with the A833od that has very similar wide ratios of
3.09-1.67-1.00, and of course the .73overdrive. Splits of .54-.60-(.73od)
Every winter I ran it with a different rear gear, because I had them.
It ran pretty good with 4.30s.(3.14 in od)
It ran pretty good with an A904, a 2800, and 3.55s.

Did I exaggerate?
I don't think so; 2800 is already pushing 65% of the factory power curve.
But if I did, I'd rather be wrong in the right direction; cuz nobody likes a know-it-all that says everything will be peachy-keen, and then it isn't.
That cam will have to be buzzed up to get out of reversion, probably, and guessing around 2200. And until that stops, it will be pissing pressure back up into the intake. That's just the way it is.
Stock pressure at ~500ft and with a true 8/1 Scr is about 137psi.
What's it gonna be with the Whiplash. Nobody knows cuz Hughes won't publish the numbers.
But I can guess based on some of their obsolete cams numbers.
At an Ica of 55* we're looking at 130psi At 8/1Scr.
By 7.5/1 the pressure has slumped to 119psi
If the Ica is 60* and the Scr is 8.2 say with the 302 heads, then maybe 129psi.
It doesn't really matter cuz the numbers are all very low.
But suppose you get her up to the max suggested by Hughes, 8.6 and are willing to run best pump gas at 484ft elevation. And say the Ica is only 58*, then you're back up to 140psi, and you know how that runs, cuz that is pretty much stock.
Now, the power will pick up after 2000/2200; slowly marching to the peak that comes around 4600 or perhaps a lil later. With a shift-rpm perhaps as high as 4800...... which with 3.23s and 26s comes at; 37mph in First/68 in Second/115 in Third.
When you shift at 4800; the Rs will fall to;
2650@37mph into Second; and to
2820 into Third at 68mph;
So that doesn't look too bad....
But OP has stated that he's not interested in making power ............ so why is he shifting at 4800? He won't be.
I choose a more realistic shift point of 4000 for this exact reason; because it's more representative of how the OP is gonna drive it, and so then more representative of what the OP can expect.
I guess we'll see.

A lot of bs.

You need the cam timing to be real nasty or a combo of too big induction and lazy cam timing to be black in the runners.
Anyone else tired of the high pressure salesmen bit?
 
i am amazed at how many cam experts we have.
I have seen used or used the pieces i suggested.I have also used the XE268 in a warm 340 and would never recommend it for a 318.
 
i am amazed at how many cam experts we have.
I have seen used or used the pieces i suggested.I have also used the XE268 in a warm 340 and would never recommend it for a 318.

Most do not consider the entire picture ,others just rattle off what they have and stroke it to death... lol
 
A lot of bs.

You need the cam timing to be real nasty or a combo of too big induction and lazy cam timing to be black in the runners.
Anyone else tired of the high pressure salesmen bit?
He makes it out to be the whole runner is going to be blackened like a tuna in New Orleans cook off fest!

Like Jim Carrey’s an overactor,
(not that is a bad thing for his career choice)
this guy is an over seller/dooms day sloth sayer
 
He's talkin .509 106, driving around on a stock convertor under the cam range on 12 btdc and 32 total all in 3800rpm...but the 3.23 gears don't get there till 85 or 90mph.

The range of cams we're talking about arent even close to where AJ is hinting.


Stock compression 318, I'd use 252, 260, 262 duration type cams with 204-214@.050 intake durations and 216-219 @.050 exh.

Like many of us already know... this isn't rocket science with an unnecessary abundance of math formulas... this is real basic.
 
First and foremost now that you've heard all the know-it-alls LOL now the expert opinion.. BAHAHA...
I know most want the world and want it now so you went ahead and bought what you thought was good but my expert opinion would have told you to wait 3 months till Speedmaster has their Black Friday sale and have a brand new set of aluminum heads sent to your front door completely loaded with springs and valves for $700...
And quite honestly I would have ran the mismatched heads and seen what happened first before I went and spent my money on some 10-year-old used heads...
In the end I don't see anything you're doing wrong as a matter of fact you're doing everything right you're enjoying your hobby... Remember because that carburetor is new in a box doesn't mean it is adjusted correctly... Don't let that simple carburetor be a mystery to you.. read the instructions and tuning manual twice as the first time you'll go over it going blah blah blah in your brain and then the second time you might actually retain some stuff that'll help you and don't forget to refer back to it as well..
Now you've heard from the expert it's time to enjoy... LOL..
Does anyone still make a small chamber aluminum head around 58cc that keeps the compression up on a basically stock 318? I think edelbrok did years ago and mopar performance. Probably the same head. With what's available it looks like a complete tear down and piston swap. Including all of the proper balancing and machining would be the only option. Other than some heavy milling on the heads.
 
yall done skeerd the OP offt!! a stock 318, stock 302 heads id go with the whiplash 318 cam or the 262 cam advanced 4 degrees,...less you wanta port the heads and bigger valves and 2800 to 3000 stall, but thatll cost alot more!
 
IF the heads had the combustion side cleaned up to make them flat, or the chambers smaller to raise the compression, the face the intake bolts to may not be at the same angle, so the face of the intake may not lay flat against it. you'll find out the hard way when it sucks oil into the intake and cylinders
Or the block was decked.. did the intake go to the machine shop w/ the heads? If they milled the heads, should a cut the bottom of the intake
 
-
Back
Top