stroked 340
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Yes,now thats a big cam..but the one your talking about should be fine..the cam in my 416 was .533/.552 and went 11.0's all day with an air gap..
Which Intake manifold would you use?
- Thread starter Rockerdude
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Yes,now thats a big cam..but the one your talking about should be fine..the cam in my 416 was .533/.552 and went 11.0's all day with an air gap..
Same as a regular Hyd. vs. Mechanical cam.
And in which, that big block chevy cam you posted is a serious drag cam. Completely different ball game. Apple to apple compare and without predudice.
(AKA, not getting stupid in blind dumb comparo's. LOL )
mopar340dave
Well-Known Member
I'll prob get bashed for saying this but....I would not buy a cam from cc. Their grinds seem to be either identical to their original chevy version or very close. These numbers should look very familiar:http://www.summitracing.com/parts/CCA-K12-771-8/
I would call or email clay smith cams and see what they tell ya. I don't think you need to go .570" lift to get max performance from your combo. You're just gonna stress the valvetrain.
I would call or email clay smith cams and see what they tell ya. I don't think you need to go .570" lift to get max performance from your combo. You're just gonna stress the valvetrain.
T67POWER
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The edelbrock victer 340 intake \\\\ # 2915
Built for use with stock heads and the way your going it will be dressed correctly for the party.
This is really the intake everyone sould be using on strokers with big cams.When choosing intakes it's only a problem when you have gone way to big or way to small with your intake of choice.
It's funny to bench race,but when it comes down to it, you will have way more then one choice.
Like it or not the more radical a motor gets you have to go with race parts, and let go of the hole idea of having a freindly car to drive around to buy ice cream cones and visit car shows.
If that's what you want then keep the two barrel engine ,and glue a fake blower on the hood that runs on batterys.(official gear head humor):tongue3:
Built for use with stock heads and the way your going it will be dressed correctly for the party.
This is really the intake everyone sould be using on strokers with big cams.When choosing intakes it's only a problem when you have gone way to big or way to small with your intake of choice.
It's funny to bench race,but when it comes down to it, you will have way more then one choice.
Like it or not the more radical a motor gets you have to go with race parts, and let go of the hole idea of having a freindly car to drive around to buy ice cream cones and visit car shows.
If that's what you want then keep the two barrel engine ,and glue a fake blower on the hood that runs on batterys.(official gear head humor):tongue3:
1968FormulaS340
Well-Known Member
My Victer 340 and 800dp.
moper
Well-Known Member
As compared to anything I'd use in it. For instance, the MP 284/484 is bigger in terms of duration than that Comp, which is what matters. You said your cam was .530 ish or something like that? Well, it was less than that at the valve. I'm not sure if you measured that when you put it together but due to the pushrod angles, some lift is lost. I cam taking that into account and the result is just really what I wanted for lift instead of building and not noticing the loss. your car ran very well. I just tend to build a little differently apparently. No biggie.
The short version is it's the duration at .050 that makes a cam "big" or "small". Looking at the whole picture on the Comp, it's not very big and what I consider conservative, never mind mild. As far as Comp using Chevy grinds... It's a rather ignorant statement. No engine knows who made the cam, nor does the cam know. Pick the right cam and it doesnt matter so long as the grinder cna make it properly.
Rockerdude
Rock n' Roll and A-bodies
Yea, Ive never really been a fan of comp myself, Ive just been tinkering around with the camquest6 thing they offer and 'looking into' what they have.
One of my personal favorate brands would have to be those of the the Lunati Voodoo line. I used one of their cams in my old chevy p/u and love it. Apparently they also offer solid roller cams for small block mopar, any of you guys had any experiance with roller voodoo camshafts? Like this-
http://www.summitracing.com/parts/LUN-60432/
Thanks again. RD
mopar340dave
Well-Known Member
Moper, all I'm saying is it seems that their off the shelf cams were designed for chevys. Like a lot of companys, they built parts for chevys and then the "others".
I hope thats not too "ignorant" a statement for ya to understand.
I hope thats not too "ignorant" a statement for ya to understand.
mopar340dave
Well-Known Member
Rockerdude, unless you really just wanna have the solid roller (not real streetable), why not run a flat tappet solid?
I'm real curious, what does the program say about this build?:
The bottom end was a junkyard-core 360, bored and fitted with Federal-Mogul No. 116 CP Hypereutectic 10.1:0 pistons and Speed Pro molybellum rings. The rods are stock, resized, and fitted with Milodon bolts, while the crank is the stock cast-iron piece with an economy regrind. A Probe/Romac damper is hung up front on the crank, and the bottom end is bolted in with Milodon studs and their tray kit. The rest of the bottom end is regular rebuilder stuff: Clevite bearings, replacement oil pump, and so on.
One of the key aces up our sleeve is a custom Competition Cams solid lifter grind, a lightning-quick profile featuring a short 272/276 advertised duration, but delivering a monster .558/.564-inch lift after valve lash with a set of 1.6:1 Probe roller rockers. Want one? Just call Comp, tell them to grind you a 7131/7132 on 108 plus 4. Note these Comp Cams lobes aren't street lobes, having been designed for serious circle-track racing to deliver the maximum area under the lift curve with a minimum tappet diameter of 0.875 inches. If you decide to run one, make sure you've got the heads and valvetrain to back it up.
Speaking of heads, we used a set of Edelbrocks, which included all the goodies we needed to run the big Comp solid, like a nice set of strong single valvesprings which Edelbrock sets up at a much taller-than-stock 1.800-inch installed height, allowing up to 0.575-inch lift out-of-the-box. These heads were mildly ported, giving us a about a 10 percent flow gain over the already good-as-delivered flow. Headers were Hooker 151/48-inch A-Body street tubes, and the ignition was handled by a new MSD billet distributor.
Ignorant statement:
Moper:
"As far as Comp using Chevy grinds... It's a rather ignorant statement. No engine knows who made the cam, nor does the cam know."
I think the lifters know! LOL
I'm real curious, what does the program say about this build?:
The bottom end was a junkyard-core 360, bored and fitted with Federal-Mogul No. 116 CP Hypereutectic 10.1:0 pistons and Speed Pro molybellum rings. The rods are stock, resized, and fitted with Milodon bolts, while the crank is the stock cast-iron piece with an economy regrind. A Probe/Romac damper is hung up front on the crank, and the bottom end is bolted in with Milodon studs and their tray kit. The rest of the bottom end is regular rebuilder stuff: Clevite bearings, replacement oil pump, and so on.
One of the key aces up our sleeve is a custom Competition Cams solid lifter grind, a lightning-quick profile featuring a short 272/276 advertised duration, but delivering a monster .558/.564-inch lift after valve lash with a set of 1.6:1 Probe roller rockers. Want one? Just call Comp, tell them to grind you a 7131/7132 on 108 plus 4. Note these Comp Cams lobes aren't street lobes, having been designed for serious circle-track racing to deliver the maximum area under the lift curve with a minimum tappet diameter of 0.875 inches. If you decide to run one, make sure you've got the heads and valvetrain to back it up.
Speaking of heads, we used a set of Edelbrocks, which included all the goodies we needed to run the big Comp solid, like a nice set of strong single valvesprings which Edelbrock sets up at a much taller-than-stock 1.800-inch installed height, allowing up to 0.575-inch lift out-of-the-box. These heads were mildly ported, giving us a about a 10 percent flow gain over the already good-as-delivered flow. Headers were Hooker 151/48-inch A-Body street tubes, and the ignition was handled by a new MSD billet distributor.
Ignorant statement:
Moper:
"As far as Comp using Chevy grinds... It's a rather ignorant statement. No engine knows who made the cam, nor does the cam know."
I think the lifters know! LOL
stroked 340
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Hey MORON,take a look and see who made that statement it WASN'T me:thebirdm::thebirdm::thebirdm:..
mopar340dave
Well-Known Member
Hey douche bag (size XXXL), I see that. LOL douchebag!
Moper was quoting you when he wrote that. I mistakenly pasted your screen name instead of his. I hope this has not caused you too much distress......
Moper was quoting you when he wrote that. I mistakenly pasted your screen name instead of his. I hope this has not caused you too much distress......
stroked 340
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What are you talking about??... you really need to stop this fixation you have with me:thebirdm::thebirdm::thebirdm:..then again i see your from Florida.."only 2 things come from florida queers and oranges"..we know which one you are:bootysha::bootysha::bootysha:
mopar340dave
Well-Known Member
Thats the funny part fat boy...I grew up in nj....the arm pit of the tri state area! LOL
POS Dakota
Anti-Socialist
love is in the air....must be getting close to mating season. hehe
mopar340dave
Well-Known Member
Lmao!
1968FormulaS340
Well-Known Member
This thread needs more hot mopar babes.
stroked 340
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Well that explains it "stinkhole n.j." the ONLY good about that state is Englishtown..
mopar340dave
Well-Known Member
My point about CC and many others is that they designed the cam profile around the parameters of a sbc.
It should not be hard to understand that a larger lifter diameter is going to be able to handle a more aggressive cam grind. Your valves will be open farther, faster, when you use a cam that takes advantage of this. Hughes has been doin' it for a long time.
It should not be hard to understand that a larger lifter diameter is going to be able to handle a more aggressive cam grind. Your valves will be open farther, faster, when you use a cam that takes advantage of this. Hughes has been doin' it for a long time.
mopar340dave
Well-Known Member
It seems that you are right there! I at least left! Enjoy the armpit! LOL
Florida is great, by the way. I think I'll take a ride down to daytona. Bike Week is going, its nice and sunny....
POS Dakota
Anti-Socialist
I think using a manifold is a great way to have a place to put a carb, and not have antifreeze leaking everywhere.
I plan to use a manifold on my 408 for just this reason.:-D
I plan to use a manifold on my 408 for just this reason.:-D
Rockerdude
Rock n' Roll and A-bodies
Wowowow, guys easy! Im not trying to start any problems here, this is the most helpful fourm IMHO on the net, and seeing you guys go at it tears me up.... :angry2:
I would really like to run a roller to be more modern, and also to use modern oils without having wear issues from the absence of long gone zddp. It is said to also free up a few hp running a roller over a flat tappet.
I would really like to run a roller to be more modern, and also to use modern oils without having wear issues from the absence of long gone zddp. It is said to also free up a few hp running a roller over a flat tappet.
mopar340dave
Well-Known Member
Well, the zddp is still available, in either additive or specific oil. The only reason I bring it up is really cost, as in bang-for-the-buck. It costs more than triple for the roller solid setup compared to the solid flat tappet.
Since you are not going real radical, the flat tappet may actually outperform the roller for far less money. Thats money that can be spent elsewhere.
Since you are not going real radical, the flat tappet may actually outperform the roller for far less money. Thats money that can be spent elsewhere.
Rockerdude
Rock n' Roll and A-bodies
Coolcool, anyone else have an opinion on roller over flat tappet?
moper
Well-Known Member
There are lots of ways to grind a cam. Area under the curve is important but by no means the only factor. If you know your way around the manufacturer's lobe catalogs rather than the Summit catalog you'll find that most cam manufacturers have .904 lifter grinds available of the shelf. Comp has them (HL series cams) plus other lobe families that are so fast they need high idle speeds or pressurized oil feeds in the lifters to live with the .904 size. Engle has 25-30 lobes. Howard's and Jones have them too. All of these guys also have asymmetrical lobes... I know that's not "area under the curve" and "Mopar real.." but that IS what actually helps make more stable and more overall power when one looks at the whole picture. Something Hughes doesnt, or at least doesn't put on the fliers. Then again it's hard to get "asymmetrical" to sound like a good thing. Bullet is another one... I mention Bullet last because the real originator of the "fast rate" of lift and asymmetrical designs is Harold Brookshire. He is the father of Ultradyne, Had a hand in Comp's XE lobe line plus some other families of lobes, and Lunati's Voo Doo lobes, plus many of Bullet's lobes. Hughes is a marketer. Not an innovator when it comes to camshaft design. Ignorance can be bliss.
mopar340dave
Well-Known Member
Enjoy your bliss. You make many assumptions, call me ignorant and then write a friggin novel explaining what I already explained in far less words?
Yes, enjoy your bliss.
PS Ya might wanna go back and read post #34...ya might see my point, though you won't admit it. LOL
And here, read this and note the feb 09 date of the article! It seems that CC just recently figured out the larger lifter advantage, not unlike you!
http://www.carcraft.com/techarticles/116_0205_mopar_440_update/index.html
Mopar 440 Update
February, 2009
Since the original buildup, several new products have appeared with the potential to enhance this engine's performance even further. Edelbrock has a new single-plane 440 Victor intake designed for top-end power, while Comp Cams now offers dedicated Xtreme Energy High-Lift cam profiles optimized for the Mopar's larger lifter foot diameter. We couldn't wait to try them out on our already-strong Mopar 448ci engine.
To Comp a 305H for a Chevy is "good enough" for a Mopar! It has been for years! LOL
http://www.compcams.com/Cam_Specs/CamDetails.aspx?csid=623&sb=1
http://www.compcams.com/Cam_Specs/CamDetails.aspx?csid=623&sb=1
Yes, enjoy your bliss.
PS Ya might wanna go back and read post #34...ya might see my point, though you won't admit it. LOL
And here, read this and note the feb 09 date of the article! It seems that CC just recently figured out the larger lifter advantage, not unlike you!
http://www.carcraft.com/techarticles/116_0205_mopar_440_update/index.html
Mopar 440 Update
February, 2009
Since the original buildup, several new products have appeared with the potential to enhance this engine's performance even further. Edelbrock has a new single-plane 440 Victor intake designed for top-end power, while Comp Cams now offers dedicated Xtreme Energy High-Lift cam profiles optimized for the Mopar's larger lifter foot diameter. We couldn't wait to try them out on our already-strong Mopar 448ci engine.
To Comp a 305H for a Chevy is "good enough" for a Mopar! It has been for years! LOL
http://www.compcams.com/Cam_Specs/CamDetails.aspx?csid=623&sb=1
http://www.compcams.com/Cam_Specs/CamDetails.aspx?csid=623&sb=1
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