Hey guys, got my motor back from the machine shop, and over the process of the last 2 months while they were building it, I started to doubt the choice in cam that I made. I went with the Comp cams Camshaft, 306S, Magnum, Mechanical Flat Tappet, 306/306-260/260-.592/.592 lift -110 Lobe Sep. Pete jackson gear drive, and Keith Black 281 10.8:1 Light weight pistons. I also went with Roush 200 heads, 2.02/1.60, 1 5/8" headman elites, c4 with transgo rebuild and a 4500 stall and the good ole 9 inch rear with 4.11's. Is this a little too much cam for this motor, or should it really haul ass?
Cam Doubts
- Thread starter 65stang311
- Start date
brianj5600
Active Member
What intake? I'll be suprised if the 4500 tc will be lose enough. My 302 with a similar cam was close to 100 rpm under the rated stall. Small v8's are torque challenged. Or tc companies are optimistic. Get it right and it should haul. Torque will suck.
ratio411
Founding Member
It should scream.
There are alot more tuning tricks and cheats that can be done with a solid cam to vary the duration some.
Solid cams also rev quicker and produce better throttle response than hydraulic cams.
I am curious to what intake and carb you plan to run though.
Everything else looks like pretty solid planning, 4500 stall is way loose though... but like posted previous, I doubt you get anything like 4500 out of it.
Good luck
Dave
There are alot more tuning tricks and cheats that can be done with a solid cam to vary the duration some.
Solid cams also rev quicker and produce better throttle response than hydraulic cams.
I am curious to what intake and carb you plan to run though.
Everything else looks like pretty solid planning, 4500 stall is way loose though... but like posted previous, I doubt you get anything like 4500 out of it.
Good luck
Dave
ratio411
Founding Member
the intake is a Holley Street Dominator single plane with a 1" spacer. The carb is a 750 Mech Sec. double pumper. Hopefully adding a 200 shot of nitrous once everything is broken in and runnin right, i should be able to post pics next week and info on track times sometime next month. Only real decision I have left is Distributor and ignition parts, any suggestions?
The only thing I can possibly say that might be wrong is the carb/intake. I know it will be a beast but it is very easy to over carb a single plane intake. I personally have a 750 on my 302, but it is on a dual plane. It's not the easiest thing to explain, and someone may be able to do it better than I.
On a dual plane the motor can only draw air from two throttle bores on each side. For simplicity, 1-4 can only draw from the left side,5-8 only on the right side. Which on a huge cam can kill a powerband. Hence the larger carb. This is also why you see a tiny cut out between the plate in the middle of a newer edelbrock RPM. It help with this. With a single plane, it can draw air from anywhere it see fit. With a dual plan you may want a slightly smaller carb. Or you can have some straight leg booster in to slow that 750 down. Or I could be talking out of my butt. It may love the 750, who knows. But if the botton end sucks ass, that is something you may to consider.
On a dual plane the motor can only draw air from two throttle bores on each side. For simplicity, 1-4 can only draw from the left side,5-8 only on the right side. Which on a huge cam can kill a powerband. Hence the larger carb. This is also why you see a tiny cut out between the plate in the middle of a newer edelbrock RPM. It help with this. With a single plane, it can draw air from anywhere it see fit. With a dual plan you may want a slightly smaller carb. Or you can have some straight leg booster in to slow that 750 down. Or I could be talking out of my butt. It may love the 750, who knows. But if the botton end sucks ass, that is something you may to consider.
The only thing I can possibly say that might be wrong is the carb/intake. I know it will be a beast but it is very easy to over carb a single plane intake. I personally have a 750 on my 302, but it is on a dual plane. It's not the easiest thing to explain, and someone may be able to do it better than I.
On a dual plane the motor can only draw air from two throttle bores on each side. For simplicity, 1-4 can only draw from the left side,5-8 only on the right side. Which on a huge cam can kill a powerband. Hence the larger carb. This is also why you see a tiny cut out between the plate in the middle of a newer edelbrock RPM. It help with this. With a single plane, it can draw air from anywhere it see fit. With a dual plan you may want a slightly smaller carb. Or you can have some straight leg booster in to slow that 750 down. Or I could be talking out of my butt. It may love the 750, who knows. But if the botton end sucks ass, that is something you may to consider.
On a dual plane the motor can only draw air from two throttle bores on each side. For simplicity, 1-4 can only draw from the left side,5-8 only on the right side. Which on a huge cam can kill a powerband. Hence the larger carb. This is also why you see a tiny cut out between the plate in the middle of a newer edelbrock RPM. It help with this. With a single plane, it can draw air from anywhere it see fit. With a dual plan you may want a slightly smaller carb. Or you can have some straight leg booster in to slow that 750 down. Or I could be talking out of my butt. It may love the 750, who knows. But if the botton end sucks ass, that is something you may to consider.
It was a 302, now a 311 (if my math is right +.060 overbore)
Im also ready to see what these heads will do, they come back next week from the port and polish, and i've only got around $500 in them so i couldnt really find a cheaper alternative.
As for the gear drive, I hope its noisy as hell!
I was going to try and get the whole thing buttoned up by next weekend, but decided to order a main stud girdle so that will set me back a few days, but better safe than sorry i guess.
I think I did overshoot on the carb side, but figured on the spray hopefully it will be about right. And desktop dyno never lies right
Im also ready to see what these heads will do, they come back next week from the port and polish, and i've only got around $500 in them so i couldnt really find a cheaper alternative.
As for the gear drive, I hope its noisy as hell!
I was going to try and get the whole thing buttoned up by next weekend, but decided to order a main stud girdle so that will set me back a few days, but better safe than sorry i guess.
I think I did overshoot on the carb side, but figured on the spray hopefully it will be about right. And desktop dyno never lies right
brianj5600
Active Member
I think you missed on the intake. Victor Jr. at the minimum. The cam is going to want to rev to 7500, but the intake will be done by 6500.
I got the intake with the car, so its old, but its a single plane holley street dominator. I cant find any specs of it online, but it seems holley only makes the street dominator in dual plane, and the strip dominator in single plane now. Does anyone know where i can find info on a single plane street dominator?
ratio411
Founding Member
If you keep the Holley intake, the carb should be fine. My 302 with mild SP intake and 750 DP ran great.
If you go with a more aggressive intake like Victor, I think you will be a little overcarbed and be soggier on the torque than you would otherwise be.
As for Pete Jackson, I had the noisy (they didn't make quiet back then), and it was awesome. If you have ever heard a gear in a Chevy, forget what you heard. Chevy has a steel timing cover and the sound is super loud and very metallic. On a Ford, the aluminum timing cover tempers the sound a bit and it is music to the ears IMO. It is a loud and very smooth sound when cruising, alot like a turbo. At idle it is a mellow "whirring" sound. It has to be the aluminum timing cover that makes them sound so sweet, a Chevy gear sounds like a chainsaw chewing on a tin gutter.
Dave
If you go with a more aggressive intake like Victor, I think you will be a little overcarbed and be soggier on the torque than you would otherwise be.
As for Pete Jackson, I had the noisy (they didn't make quiet back then), and it was awesome. If you have ever heard a gear in a Chevy, forget what you heard. Chevy has a steel timing cover and the sound is super loud and very metallic. On a Ford, the aluminum timing cover tempers the sound a bit and it is music to the ears IMO. It is a loud and very smooth sound when cruising, alot like a turbo. At idle it is a mellow "whirring" sound. It has to be the aluminum timing cover that makes them sound so sweet, a Chevy gear sounds like a chainsaw chewing on a tin gutter.
Dave
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