I've searched and seen some discussion about them in the past, but is there really much interest in them for the slants. The reason I ask is because I make them for several other Inline markets, and this can even open up the possibility for looking at some hydraulic roller profiles as well as the solid rollers. Since the lack of zinc in our oils(except additives or special oil)is the main concern with flat tappet cam failures, this can open up some tremendous possibilities for hot street and performance uses. Tell me what you think. Thanks

_________________
There's no such thing as too much cam....only not enough engine!

sounds good to me. But how 'bout that price tag.

I would be interested. Again the Price can be a limiting factor for most slanters.
Frank

_________________
Scrapple: Because a mind is a terrible thing to waste.
73 Duster - Race Car
66 Dart Wagon - DD
178" FED
82 D150
All Slant powered

I am currently doing the Ford 300's and Chevy 250/292's in the $650-$675 range(Crane sold them for $750+), depending on options needed. So I don't see why the 225's wont fall into that range as well. These will be brand new billets that are copper plated and be made from 8620 steel. Options that might raise the cost slightly are bigger cam barrels and base circles, double keyways, etc.. common sense stuff, that will add extra machine time over standard production operations.

_________________
There's no such thing as too much cam....only not enough engine!

Doc said the main reason was the cutting of the gear on the cam for driving the oil pump and distributer. Do you have the machinery/tooling to cut this gear?
Would the hardened oil pump gear run for a long time against this cam or would you have to run a SPECIAL oil pump gear?

_________________
Part of Tyrde-Browne Racing

Yes, the drive gear will be cut into the cam. The cam, once it is heat treated will probably be too hard and incompatible for the oil pump drive gear, and a bronze gear will need to be used like on other roller cams. Most 8620 billets are in the 60-62 Rc hardness range.

_________________
There's no such thing as too much cam....only not enough engine!

Any of the non sacrifical (sp) gear a newer version for running against roller cams available, so the gear wouldn't require frequent changes (as the pump removal is a pain) ?

_________________
Part of Tyrde-Browne Racing

Im not sure for the Slant 6's, the Ford's and Chevy's have a much different oil pump drive setup than the Chrysler has. For these other engines, a bronze gear fits the end of the distributor and meshes with the gear cut into the cam, and the oil pump is driven from the bottom tip of the distributor gear via a slot or hex drive.

_________________
There's no such thing as too much cam....only not enough engine!

I know that, was wondering if a gear to fit the slant pump would or could be made. The gear on the end of Chev or Ford distributers still drive their pumps in a round about way. all the drive load/wear is on that gear.
If the polygraphite gear works on the other engines should work on ours.

_________________
Part of Tyrde-Browne Racing

I'm Interested

If that is the price range, you should get some takers from the racer crowd. I would try one...

As mentioned, the oil pump/dist gear was the limiting factor on these earlier as it was difficult to find someone to hob this type.

Lou

_________________
Home of Slant6-powered fun machines since 1988

This issue is the complete limiting factor for any street use, the lack of a good gear, and the pain of pulling the pump and checking the gear every year will limit it's street worthiness, in the past the only insurance I could find would be to shell out the $$$ for a remote pump/sump system and use of a CIS/crank trigger system...which would bump up the price of the install...

Hydraulic lifters look to be a no problem, other than oiling will be fun for the hydraulic lifters (I guess we'll have to pop the $$$ for AMC lifters)...
I also think a "spray bar" will have to be plumbed into the block to keep the cam lobes bathed in oil, unless you score the cam lobe bores to allow a nice stream of oil on the cam lobes themselves. I've pulled a set of 5.9 Magnum lifters from a junkyard motor and they fit along with their anti-roll bar...the next problem to tackle is keeping the cam from walking and destroying the lifters. The timing cover doesn't have much room to weld a reinforcer to it's face to keep it from flexing under load, and especially if the timing setup gets loser from use. Would a kit be available, or maybe a thicker/stiffer (billet?)timing cover become available to overcome this?

If these hurdles can be overcome I would be interested.

-D.Idiot

If we can get the bugs worked out.....I would be for one.You can use BB roller lifters.
Andrew

_________________
Wife's: 64 Valiant
My: 70 Road Runner, 67 Barracuda, AND the 62 Valiant drag car!!

You all have brought some good points up that will need to be addressed and worked out. One possibility for the cam thrust issue is a thrust button for the end of the cam in conjunction with a reinforced cover. And as someone else mentioned, a deeper timing cover of billet or cast aluminum can be made. The way I see it, as with most forums, they are made up of many individuals that possess unique talents and abilities, so most if not all of the obstacles in front of us can be solved if we collectively are determined to do it. The oil pump gear does present the biggest challenge so far, and unlike the other inline brands, it is truly something that probably needs to take the front seat to be solved first. Many of these issues just need to fall on individuals that have the ability to get them done as well as the desire to want to do it. Thanks for the input.

_________________
There's no such thing as too much cam....only not enough engine!

What about a oil pump gear made from same material as cam shaft?
Rear end gears are made from same material and have a much greater load imposed on them than the oil pump gear/cam shaft. :shrug:

_________________
Part of Tyrde-Browne Racing