Lunati Voodoo Camshafts
Camshaft, Hydraulic Flat Tappet,
Advertised Duration 276/284/110,
Lift .513/.533,
234/
[email protected]
Good pick. High-intensity. Fairly mild in a 470
3.91 stroke x 4.37bore?
>Just for perusal, I took the liberty of running your specs thru the Wallace Dynamic Compression Calculator, with the following inputs; a true Scr of 10.5, at 200ft elevation, and an Ica(Intake Closing Angle) of:
at 62* the CCP comes to 177psi, and the Dcr is 8.5
at 65* the CCP, falls to 172psi, and the Dcr is 8.3
at 68* the CCP, falls to 166psi, and the Dcr is 8.1
Doing the math; 11psi/5degrees is 2.2psi per degree; worse than I thought.
>Smarter men than me, for high-efficiency, recommend a Dcr of 9.0,
which is what I run in my 367. For my engine this requires a Scr of 11/1 with an Ica of 61*, going to 11.3@Ica of 65* I have run both Scrs and higher Dcrs as well.
>But for your 470 , to get to 9.0Dcr, with the 704Voodoo, would require 11.4Scr @Ica of 65*.. The CCP would rise to ~191psi, which cannot be supported with Iron heads. It would require alloy heads with closed chambers and a tight Squish.
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But here's the thing, on street tires, it would be a serious tire-burner, with even the smallest 4-bbl. The Volume/Pressure index
shows 208!! read about V/P here:
http://victorylibrary.com/mopar/cam-tech-c.htmThe highest that any of my 367 combos have run is 169V/P at 900ft. For me this was already a tire fryer. I sacrificed some of that, by going to a cam with a later Ica, and I lowered the Scr. Now I run about 8.8Dcr@64*Ica, and the CCP is down around 180psi. This gives the 367 a V/P of 154 which is still, OMO, excessive....... but a lot of fun! and I picked up quite a bit of Power over the nose.
>Now, for a streeter with a 470, I see no good reason to chase these premium targets. ....... unless you want to go to the track a time or two, for bragging rights among your peers. lol. OR;
If you had only 367 cubes and wanted BB type performance, well then a V/P of 169 is pretty crazy in an A-body.
As always
Happy HotRodding
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BTW
the Scr used to run the show. 25 years ago I was told by a reputable engine-builder, that 9.0 was the highest Scr I could run, and he wouldn't built my engine at any higher Scr. But he was willing to do all the machine-work, and I could assemble it and blow it up on my own dime.
By that time, I had figured out that Scr was just a tool to use to get the Dcr up, to a competitive number..... but no one was talking about this.
So I build my engine to my "experimental specs", and it ran gangbusters great, and she did it on 87E10. So I knew I couldda run an even higher Dcr.
This engine, IMO, made way too much top-end power, sucked gas big-time, and did not like the 3.55s that I really wanted to run. So I yanked it out.
So then, I installed a cam, THREE sizes smaller. And the bottom end, at the new higher Dcr, came alive, even with the 3.55s ; and it still ran on 87E10. The fuel mileage jumped way up, too. But she lost quite a bit of power at the top. She still went 106 in the quarter, so, I could live with that.
So, in this modern era, Scr has become a tool. and
Dcr is running the show now.
I have been reviewing material from David Vizard, lately. It seems this guy knows his stuff, which he mostly got the same way I did; He went out and just did it. The thing is this; he was a racer, and was driven to experimenting every week, to win, and made a business off his thus-gleaned knowledge..
Whereas, I'm just an average-Joe, slip-sliding around, with my stupid-azz ear-to-ear grin, that is so hard to wipe off, lol.
If there is another combo in my future, (I'll be 70 this summer, so not holding my breath), I'm going to try some of his proven ideas.
