Factory Camshafts ~ 1968 340 '4-Speed' vs. Chevy '151'

-
69 Cuda 440 can you plott a parallel from the S.B.C. to the S.B.M. ? Just thought I would ask. you seem to be up to speed in both "Camps" as far as Camshafts. Just for general info and future reference for us..... or me and my ignorant self..... ha ha , Thanks, Tim
 
69 Cuda 440 said:
Numbers

The Chevrolet '151' Hydraulic Camshaft had a Power Curve of {2800 to 5800 RPM's}
with a 'RED LINE' of 6000 RPM's.

Valve Springs....... #90 lbs. Valve-Closed ~ #200 lbs. Valve-Open

Available In 4-Speed 'Only' Transmissions......Production Numbers
* 1965 Corvette - 327/350 HP ------------------ 4716
* 1966 Corvette - 327/350 HP ------------------ 7591
* 1967 Corvette - 327/350 HP ------------------ 6375
* 1968 Corvette - 327/350 HP ------------------ 9440

* 1965 Chevelle - 327/350 HP ------------------ 6021
* 1966 Chevelle - 'Not Available' ---------------- n/a
* 1967 Chevelle - 327/325 HP ------------------ 4048
* 1968 Chevelle - 327/325 HP ------------------ 4082

* 1965 Nova SS - 'Not Available' ---------------- n/a
* 1966 Nova SS - 327/350 HP ------------------ 5481
* 1967 Nova SS - 327/325 HP -------------------- 6
* 1968 Nova SS - 327/325 HP ------------------ 1274
Click to expand...
------------------------------------------------------------------

* 1968 Over-the-Counter Price for Camshaft.......$39.95
 
J-D,

The 'Old Book' Specifications say,

The 1968 340 '4-Speed' Camshaft, good for 6000 RPM's.

340/275 HP = 275 HP @ 5000 RPM's ~ 340 Ft/Lbs. of Torque @ 3200 RPM's
---------------------------------------------------------------------------------------

The Chevrolet '151' Camshaft, good for 6200 RPM's

372/350 HP = 350 HP @ 5800 RPM's ~ 360 Ft/Lbs. of Torque @ 3600 RPM's
 
28899205. I have one in my 69 and it is good for about a tenth and a mph with the stock setup. Plus it sounds rougher, as it is is, and idles worse. Not good for an automatic with a stock converter. Chrysler was right in not installing it in automatics. Would have been rough to drive with a 3.23 gear and stock convertor.
Tom
 
VOETOM said:
28899205. I have one in my 69 and it is good for about a tenth and a mph with the stock setup. Plus it sounds rougher, as it is is, and idles worse. Not good for an automatic with a stock converter. Chrysler was right in not installing it in automatics. Would have been rough to drive with a 3.23 gear and stock convertor.
Tom
Click to expand...

Not 100%,

But the 1968 4-Speed 'Bumpstick' had a 60" Overlap, compared to
the Automatic 'Bumpstick' which was rated at 52* Overlap.

Correct, you needed at least 2500 RPM Stall Converter to make it functional for normal driving.
 
Did mopar ever build a motor with 300* duration? I love reading these head to head threads and see the mopar almost always out cammed but still winning or giving a run for the money.
 
one mile said:
You Guys Got it ...."We" old timers called the solid lift cam the "30-30" which in fact (as far as I know it, I had one) was the Valve lash setting and real Gear Heads would understand (at least the chevy guys). :thumleft:
Click to expand...

I think the 30-30 cam was also known as the Duntov cam. Back in the early 90's I restored a 65 Corvette with factory fuel injection. We used a TRW cam with similar specs, although I can't remember what that cam was called.

This was pre-internet and I didn't know anything about dynamic compression ratio. We used flat top pistons in that motor and I have no idea what my static CR was. Quite possibly, I did not have enough compression for that cam, but it was still fun to drive. It was really obnoxious, especially with the factory side exhaust, basically 2.5" pipes with no mufflers. I could cruise down my street and set off every car alarm.
 
MTmopars said:
Did mopar ever build a motor with 300* duration? I love reading these head to head threads and see the mopar almost always out cammed but still winning or giving a run for the money.
Click to expand...

Yes,

Street-Driven,

The 1962 ~ 413 'Plymouth Super/Stock' and 'Dodge Ramcharger' engines hit the {300*} Duration Mark.

As well as the 1963 and 1964 ~ '426 Max-Wedge' engines.

The 1964 and 1965 Race Hemi's were a different breed of course.

The 1966 Dodge D-Dart was at {284*} Duration.
 
The street hemi was 284 as well, correct? I thought the max wedges were up there close. Those have to be underrated at 410-425hp.
 
Now this is a 'Magazine Sales Ad'

1968 340 '4-Speed' ........ .445" /.455" {Lift} ~ 284*/292* {Duration} ~ 60* {Overlap} ~ 114* CL

{NHRA} ......................... .462"/.473" {Lift} ~ 276*/284* {Duration} ~ 60* {Overlap} ~ 114* CL
---------------------------------------------------------------------------------------------------------------------

1968 340 'Automatic'...... .430"/.445" {Lift} ~ 268*/276* {Duration} ~ 44* {Overlap} ~ 114* CL

{NHRA}......................... .464"/.468" {Lift} ~ 268*/276* {Duration} ~ 44* {Overlap} ~ 114* CL




513650195_o.jpg
 
We called that 151 cam a 30/30 because we didn't know what we were doing as kids. A friend and I took his 250 hp 327 and installed that cam, lifters and springs along with putting 2.02 and 1 5/8" valves in the stock "power pack" heads along with some bowl work and milling the heads a bunch. We put it in his 1964 Chevy ll with a 4:88 gear and a Muncie with a 2:20 low first gear. The year was 1966 and that car was fast on the street and ran ahead of the big blocks and the "new" Chevy ll's. We had left the stock 250 hp intake manifold and carb on the car but added a vet dual point distributor. He shifted the Sun tach at 6000. He sold it after he collected 12 points on his license. :burnout:

Dan
 
Wasn't he 327/375 hp engine the fuel injected version?
 
The L84 was also a two bolt main, contrary to bench racing urban legend. Rochester had Chrysler beat at fuel injection back in the day.
 
The '151' Camshaft 'Hydraulic'

Lift ........................... .447"/.447"
Advertised Duration ..... 306*/306*
Duration @ .050" Lift ... 221*/221*
Overlap....................... 74*
Lobe Separation .......... 114*

Engine Applications ........................... Engine Code
* 1965 ...... 327/350 HP ................................ L-79
* 1966 ...... 327/350 HP ................................ L-79
* 1967 ...... 327/350 HP and 327/325 HP ......... L-79
* 1968 ...... 327/350 HP and 327/325 HP ......... L-79
* 1969 ...... 350/350 HP ................................ L-46
* 1970 ...... 350/350 HP ................................ L-46
 
fratzog lover said:
The L84 was also a two bolt main, contrary to bench racing urban legend. Rochester had Chrysler beat at fuel injection back in the day.
Click to expand...

Negative sir. Chrysler had the first EFI in 1957 on the 300 letter car.
 
That chevy cam was also ground to match an 11.25:1 static compression ratio. I have seen people use it in 8.5:1 engines and it wouldn't pull a greasy string outta a cat's butt.
 
RustyRatRod said:
That chevy cam was also ground to match an 11.25:1 static compression ratio. I have seen people use it in 8.5:1 engines and it wouldn't pull a greasy string outta a cat's butt.
Click to expand...

Correct El Mundo,

With the '151' Camshaft, you needed >
* Compression {11.0-1}
* 'Fuelie Type' Cylinder Heads with the 2.02" Intakes
* The good #200 lb. Load-Rate Valve Springs
* Good Exhaust {2.5" Manifold Header Outlets}
 
:eek:ops:Seen too many stuff the grind in a stock mid seventies Chevy block(8.5 comp, if lucky) and a stock 1600 stall converter & 3.08's
 
Abodybomber said:
:eek:ops:Seen too many stuff the grind in a stock mid seventies Chevy block(8.5 comp, if lucky) and a stock 1600 stall converter & 3.08's
Click to expand...

A-Body-Bomber

Those 1965 327/350 HP {L-79} came with a Holley {585 CFM} Carburetor
with 1 9/16" Throttle-Plates.

Bolt on a Holley {700 CFM} or {780 CFM}, Headers and 4.30 Gears >

And you were an immediate Street-Dominator that was not to be played with.
 
You must log in or register to reply here.
-

Back
Top