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Get any one of those 3 cams you picked and you can listen to the "rump rump" at cruise night with the other posers, then on the way home get passed by a Prius.
What an excellent description. lol
Aren't there cams available for low compression motors to give them a nasty idle, but still make decent cylinder pressure to not completely kill bottom end?? Don't they call them thumper or whiplash or something? I forgot who makes them. I wonder if that could be an option for the OP.
So "they say". I've never tested one. I'd like to, because they don't have specs much different than cams that DO require more cylinder pressure and DO require more valve spring. I've often wondered if that was just marketing. I've parroted that marketing myself before.....perhaps incorrectly.
With that high gear and likely less than ideal torque converter you want a cam with the strongest low to mid power/torque that comes on hard (all things considered) Shorter durations and tighter lobe centers! Go manual brakes while your at it. Shoot for as much Explosive power NOW as you can build for
Yes unless you teem it with converter and gears. What's the duration on that 508? Most of the purple shafts were old school duration heavy. Watch out with too much cam in a Teen.
Karl uses Rhoads lifters though.
That's an added expense for someone on a budget, plus they're gay. lol
Yep. Too much for a stock Teen
Holy Jeebuzz!! A 292/.508" will only generate 11"Hg with the timing locked at 33deg.! On a 340!
While I am a staunch proponent of doing things "perfect" with "right" being good enough, I've done it in the good ole' "teenage" days.........even with a stock juicewheel auto and 2.76's I dropped a Crane BlaZer 288 2H cam in, topped it of w/a Eddy LD4B after gasket-matching the heads, & a 600 Holley VS....other than a stk replacement t-chain set the engine was stock & untouched,.....and it came out of a derby car. I removed the riser flap&shaft and had tiny 2" duals w/cherry bombs. Ran like a raped ape! I recurved the dizzy by heating the adv springs w/a lighter & re-checked 'til they were weak enough! Lol! I was faster than every 5.0L-GT & 350IROC when they were new, lol!
Old school overcammed builds can be super cool. I've had my share.
Posted on June 1st, 2018 Bills70 put a Blazer up for sale, rumblefish360 posted the specs, wide lobe separation and conservative lift made it doable. No shortage of torque at all, healthy lope but not radical, even w/stock valvetrain it wound to 5700 smoothly...rate of lift makes a diff...
I bet that was a cool car!
After I put a 4 gear & 8.75 w/3.23's in I street-raced the bejeezus out of it, nobody thought twice of takin' Me on to look at it knowing it was a teener ..lol! I won a LOT of races with that thing....
I bet you did!
Thumper is Comp, Whiplash is Hughes, they are wide LSA type I believe, Mopar came out with wider 114deg LSA versions of the established 284 & 292 Purple Shafts late '90's-Y2k ish.
THat's why I come here before buying anything... it'd probably be a DOG if i just went with the ones I was looking at.
The Thumpr and Whiplash are both tight LSAs. That's part of what gives their idle characteristics.
So from what what I just read, having a wider LSA can allow for a higher lift, without sacrificing low end torque? I will research it more, but am I on the right track?
A wider LSA doesn't correlate with more or less lift. It is what it is. A more narrow LSA gives a more peaky torque curve, less vacuum signal, poorer idle quality, more cylinder pressure, while a wide LSA gives a wider torque curve, better vacuum signal, better idle quality and can help lower cylinder pressure, if so desired. Each has its own benefits.
So what are you gonna do now? Change your name to "crappy 318"? Traitor. lol