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Cam time ..................AGAIN
https://slantsix.org/forum/viewtopic.php?t=26997		 Page 1 of 1
Author:  68barracuda [ Mon Feb 04, 2008 7:49 am ]
Post subject:  Cam time ..................AGAIN
Hi Guys,

OK I know you guys are doing the whole erson group buy thing over in the states, but my choices here in RSA is limmited to Isky and Comp

And Comp came pot tops! Isky costs 4 times as much and i have suspicions about age of their profiles

THe question now is witch one?

K64-241-4 kit 264S - 264 dur , 215@0.50 .440 OR
K64-240-4 kit 252S - 252 dur , 215@0.50 .435


For a weekend racer, power cruiser etc what would be best?

I am leaning to th 264

Opinions all please I want to order before weekend!
Author:  sandy in BC [ Mon Feb 04, 2008 7:56 am ]
Post subject: 
The Comp 264 is a mild street cam. I was disappointed in mine . Even with Super 6 BBD / stock exhaust manifold it left much on the table.
Author:  68barracuda [ Mon Feb 04, 2008 11:20 am ]
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Thx

Doc/Dan Argentina - your thoughts please
Author:  gmader [ Mon Feb 04, 2008 11:29 am ]
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why can't you do the Erson deal? do you need somebody here in the States to act as a middle man for you?
Author:  66aCUDA [ Mon Feb 04, 2008 4:04 pm ]
Post subject: 
I would not do either. I would have DD or LOU give you the lobe info and have a stock cam reground. The 264 just isnt going to be worth the money. I would go 270 minium. My DD im working on now is 270. ( just trying to get an engine in the 66 cuda for race season).
If you need a middle man let me know. PM me and Ill give you contact info.
Frank
Author:  Doc [ Mon Feb 04, 2008 4:42 pm ]
Post subject: 
Does your cam grinder have the latest CNC controlled cam grinding machines? If the answer is "no"... then you need to find-out what cam masters (lobe shape patterns) your local cam grinder currently has on hand for solid lifter (mechanical) cams in the 250 to 280 duration range.

Depending on how well equipped your cam grinder is, you can sometimes get graphs of his lobe masters, showing the rates of lifter rise per degree of camshaft rotation.
With this info. and info about your engine build, we can design a pretty good cam by selecting the lobe master(s) to be use on intake & exhaust, as well as the lobe centerline and cam advance needed to give the target idle quality and RPM range.

Said a differnt way, your local cam grinder is limited to the cam lobe profiles (masters) he already has or the ones you give him. (they can make a master off a unworn cam lobe)
DD
Author:  68barracuda [ Mon Feb 04, 2008 9:54 pm ]
Post subject: 
Thank you for the replies guys - I wil find out today and get back to you.

My aim is this

Reasonable idle - I have a TF904 stock converter - getting a higher stallspeed one or having a modified converter is out - rarity of spares.... and cost of importing. I am planning to have a transgo shiftkit installed - or maybe 318 904 internals...will see

I am planning to fit the dual weber setup build by chrysler RSA for the local police - it is a unit focussed on high torque. The airflow of the twin 36DCD7 carbs is the only outstanding part of the equation since you can actually change EVERYTHING in these carbs including the main venturies

Right so Combined flow of ~ 600CFM - 300 each - this is a sequential carb (staged?) BTW do you use 1.5 or 3.0 hg pressure drop with a 2 X 2Bbl setup like this - the plennums bellow them are linked with a 1/2 inch balance tube

Compression ratio in the region of 9.6 - 95 octane is the best we have over here - and there is questions about this rating- if it is a longer duration cam we can of course up the ratio.

Target output

200 - 250 HP

280 - 300 lb/ft with a WIDE curve - I love torque - 3.23 rear end btw

Will be installing a set of long primary tube headers - the price of getting one of doc's creations over here with our cruddy exchange rate and high import duty on new parts wellll - in USD terms I am looking at ~ $ 1500

1 5/8 inch primaries - much like the hooker design - with a kink in #1 tube to allow for my A/C!!

Head will feature backcut valves(still thinking about that one) bowlwork etc - witch is why I was looking for porting templates for the slant the other day :cry: anyone?????

Below the head - fairly stock - no need to rebore - just hone job was done- it is still in spec - had the whole rotating assembly ballanced - static and dynamic

To the car - it is my 68 FB barracuda - restification, ultimate street sleeper - even wear's its pretoria old car club badge, and SAVVA dating badge with pride - both in brass - and the twin weber was an option in those days
so it is allowed.

Uhm the 205/60 14 BFG Radial TA is for 'safety reasons' as well as the disc brake upgrade - I read through the fine print in detail :twisted:
http://www.pomc.co.za
http://www.savva.co.za

The weber manifold

Image
Image

The car it is all going in to

Image
Author:  emsvitil [ Mon Feb 04, 2008 11:15 pm ]
Post subject: 
Shift kits don't change the rpm of the shift-points under WOT, just the crispness of the shift when in automatic mode........
Author:  68barracuda [ Tue Feb 05, 2008 6:07 am ]
Post subject: 
Quote:
Shift kits don't change the rpm of the shift-points under WOT, just the crispness of the shift when in automatic mode........
I agree - I have noticed some discoloration of the atf - possibly slipping clutches? after my upgrade to 390 CFM 8007 holley - just worried that with potential torque increase offered by these livlier cams that I damage the box - playing safe

Drained atf ok now, but discolloration and strange 2 -3 shift after a hard run bothers me - after cool down shift is back to normal, drained fluid to be on the safe side.

Am running a serc oil cooler inline with rad cooler
Author:  vynn3 [ Tue Feb 05, 2008 6:08 am ]
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Quote:

The car it is all going in to

Image
VERY nice Barracuda!
Author:  68barracuda [ Tue Feb 05, 2008 11:26 am ]
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THX Vyn - she is a joy to drive and work on
Author:  68barracuda [ Thu Feb 07, 2008 7:32 am ]
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Hi Guys - any ideas yet regarding the pressure drop over 2 X2bbl - 1.5 or 3.0 inches Hg
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