Yeah im just torn between getting a 205 or 225 on a 383ci motor
Cam's do not control the average port velocity, one of the key factors for choosing the port diameter of your head. With fuel injection cars it is not as bad since the fuel will not "fall" out of the charge, but it will not run "ideal" either. Good luck!Today 05:19 PM
jwzg With the right cam, almost anything will work.
I'm not suggesting you spend a bundle on a custom cam to install a set of grossly oversized heads (for a 302) rather than save your money and build a proper stroker that could use these, but anything is possible...just not expedient.
Cam's do not control the average port velocity, one of the key factors for choosing the port diameter of your head. With fuel injection cars it is not as bad since the fuel will not "fall" out of the charge, but it will not run "ideal" either. Good luck!
Walz
Cam's do not control the average port velocity, one of the key factors for choosing the port diameter of your head. With fuel injection cars it is not as bad since the fuel will not "fall" out of the charge, but it will not run "ideal" either. Good luck!
Walz
If the intake valves are bigger than a 1.94 then you're SOL unless you notch the pistons, and then you're still limited on valve lift.
... so there are 165cc cams, 170cc cams, 185cc.... etc rated cams? I guess exhaust scavenging doesn't play a role on the intake charge either then..... right? ..... you have a xxx cc port there (static), and camshaft events (dynamics) cannot affect the A/F charge whatsoever... right? I wonder how a 306 (small engine) with a single plane intake (torque limiter), 650 DP carburetor and 220cc Victor Jr. heads (huge), in a DD setup making 20+ MPG with A/C, P/S, P/B could run 11.31@118 MPH shifting @6500 RPM's? ... Was the cam huge?..... in alphabet cams terms and duration @.050" wise, the intake was smaller than an E-303, the exhaust = a B/X- 303, and the LSA = F-303.
joel5.0 Quote:
Originally Posted by 85_SS_302_Coupe
If the intake valves are bigger than a 1.94 then you're SOL unless you notch the pistons, and then you're still limited on valve lift.
Why would it be limited in valve lift? If the valve springs and valve train is set correctly, and .600" lift is required (as an example), notching the pistons has no effect on total valve lift.
Correct, camshaft events can not affect the A/F charge.
Walz
...It does when the piston prevents it from lifting due to contact.
Walz
If the intake valves are bigger than a 1.94 then you're SOL unless you notch the pistons, and then you're still limited on valve lift.
With that large of a cylinder head, one will likely need a band-aid to get it to the desired performance.
Some use small intakes on a large cylinder head, or a small camshaft to limit the time (and the when) air can travel into the cylinder.
A matched combination is best.
the cylinder heads make the power. more air and fuel in = more power. the displacement just determines the rpm where the power will be made. saying that an AFR 205 is too big for a 302 is a blanket statement and one that may or may not be true depending on the users desired powerband. i dont know that i would go so far to say that a "smaller head" would be faster because it has a more agressive cam. anyone claiming that a milder cam is a bandaid for a bigger head doesnt fully understand valve timing or cross section and its implications. Judson Massingill runs the school of automotive machinists and for a price will explain these concepts.
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