My 240/244 cam on XE lobes would valve float if I didn't stay on top of them. However, this was with heavy TFS valves and 1.7 roller rockers. Something to consider...

 

247/260 .632/.595 113+4

 

Hey liljohn, how's that cam work with ls3 heads and a super vic ?

 

Put some heads on it too

 

I have become a fan of Cam Motion's quality and lobe profiles. Whatever you end up doing, I would have Cam Motion grind it.

 

Kiss ass

 

The duration you want is ok...still on the small side but the lift is weak as hell IMO.

 

So I guess I could get a little more aggressive being it's a 4.000 stroke? The reason I was being conservative on the lift is because it still has stock rockers, I've always heard you don't want to go too much over .600 lift with those.

 

around .630 lift is where you can get to before the geometry gets screwy with the tip leading to accelerated valve tip wear.

 

Look for something around 234/244 range with 0.600" to 0.630" max lift @ 110+4 LSA.

That is about it for your comp and converter/street application.

 

I was thinking about a 236/246 .578/.595 110lsa to better suit the single plain carb engine and optimize the NA combo while keeping the rpm range close to the same.

That cam would work for sure, but with stock heads on a 400+" engine, I personally would not go for too much overlap. And, I would open up the duration a bit more. From a power standpoint, I think it would be tough to overcam a 400" engine with stock 317s, but from a drivability standpoint, you sure could.

If I were in your situation, I think I would go somewhere between 238/250 on 112+4 to maybe something like liljohn suggested depending on how you feel about drivability VS getting every ounce of power out of it. For your converter, I would lean toward the conservative for sure. I would also put as much lift on the intake as you can that will work with your chosen duration.

 

The 317s have had a little bit of work, they flow around 290 cfm at .600 lift. One question I have is why such a wide lsa? I thought single plane carb engines liked it a little bit tighter, is it because of the larger cubes?

Also how stable are the lsl lobes from comp. I was looking at maybe one of those for the intake and stick with the xe with more duration on the exhaust.

 

LSA is a by-product of determined valve events, and is relative to cam duration and not engine capacity. But sure a lot of larger duration cams will often end up with a wider lobe split, again by product of the overall cam specification.

 

I have a 402" with a 249/269,650/650,113+4 in my 3200lb car with PRC LS3 heads 10.7 comp,and PTC 4500-4800 stall on motor,also gonna have around a 300hp shot on this.How should this setup work on motor and on spray ? What u think LilJohn

 

I don't know which representative that you talked to, but I know Kip prefers solids for race and high RPM applications. I can tell you from personal experience and from several other tests I have seen that above 6500 RPM, those solid cams made more power and carried the power better. So, his preference is for good reason in my opinion.

Lots of guys have successfully spun their hydraulics far past 7500, but that does not necessarily mean it is optimal.

 

First of all....they told me Kip does not answer the phone. And no argument from me on the solids rpming better, it's in there design to do so.

But I'm talking about hydro setups. And I'm not sure if you misunderstood what I said....I spin 7400+rpm on a "quicker" hydro lobe and I would never consider going backwards.

And I guess we will agree to disagree on your last rpm statement.....because rpm will always win. The only down side to rpm is the $$ it takes to make it work. Unless you know of another (I'm talking about making a car as quick as possible, not a DD with an internet H/C special) ?

.

 

To clarify, I was saying that spinning hydraulic cams high RPMs is not optimal compared to a solid roller.

 

Not sure if you saw it....I responded inside your quote on my previous post.


.

 

Sounds like a fun project, post some pics.

I got one going together too for 2015 with LS power. Did a Gen 1 383 this past summer for it and had great results. Cam was 237/243 @ .050" with AFR 210 heads and it made 543HP @ 6400. Car went 10.91/122 in the 1/4. bear in mind this a full street car, tight converter, 3.73 gear, tail pipes, etc., etc.

Doing a 418" LS3 based engine right now with an AI 317 CNC head (243 chamber mod) and a 253/265 hydraulic roller on a 112lsa with a 108icl, .650" lift on both sides. Super Victor, 950 Ultra HP, GMMP distributor set up. Will engine dyno as well, looking for 640HP and 10.30's NA @ 3200#, same drivetrain.

I think you need a cam set up like Lil John recommended to feed it. You have the converter and gear. Push the compression closer to 11.75:1 too.

Here is my street car.

 

With a 3500 stall and such low compression for a NA motor you can easily over cam this motor quickly.

Big dyno numbers from big camshafts are fun to look at, but performance matters most.

243/251 110+3 is the absolute biggest I'd go with the stall you currently have and compression. It will not make as high a dyno number, but it will be faster with the parts you have currently.

Fwiw Cam Motion also offers 5160 cores as well which are cheaper. For the Comp guys, they offer one cylinder cam doctor reports for 25 dollars.

 

That's another thing I was wondering about, I can get a 13.8cc dish and get to 10.5 to 1 or a 10cc dish and get to 11 to 1. I'd like to go with the 10cc dish but I want to be absolutely sure it will run on 9e even in the 90 degree summertime.

Definitely not worried about a dyno number, it will never go on dyno. Would like to get 6.6 to 6.8 1/8th mile times out of it though. That may sound out of reach but the old 406sbc ran 7.5s at 95mph and that was before mustang II frontend, Calvert splitmonos, caltracks, and subframe connectors. The ls engine even with low compression is alot stronger and I believe it would run pretty close to 7.0s now as it sets.

The old 406 was a stock block, crank, rods with speedpro pistons 11:1 with unported sportsman II heads, holley street dominator intake and lunatic voodoo hyd. flat tappet.

Martin your actually pretty close by me so was thinking about giving you a call anyway. Do you guys use cam motion cams or comp only?

 

Raceweight?

 

I use Cammotion cams in my race car
Bob and myself discussed it a few times and I think it came out pretty close
Engine shows just a tick under 800 hp corrected for sea level
Not bad for a cathedral port headed pile- o- poo!!!!!!!!!!!

 

what size header on that pile-o-poo?

 

TFS 245's are not just any old cathedral ports. pile of poo or not. Yes they are better than stock LS3 or L92's and priced accordingly.

 

Really thinking about now getting a new convertor too so I can get more aggressive with it. Forgot to add raceweight is probably 3200 or less.

 

Talk to this guy.

His LS powered Mustang won the naturally aspirated big block class at last year's Drag Week. Nothing speaks louder than real world results.

 

84' LSX Mustang/Hertz Rent-a Car 5.82@116 w 1.26 60 ft 9.20@147 ALL MOTOR IN 5900ft of D/A on 275 radials


Yup... results speak volumes.

9.20 N/A at 5700 feet.... If i wanted to go fast the hard way.... I'd be copying Crossbreed 383's build to a T.

 

So I had a 408 built for forced induction but ended up putting it in my 66 nova street car, right now the cam is a 234/234 @50 .576lift .576lift with a 114+2 lsa, comp xe lobes I believe.

Would like to get 6.6 to 6.8 1/8th mile times out of it though.

raceweight is probably 3200 or less.

With 400+" and a #3200 raceweight, 6.60s to 6.80s is not a problem at all. I go 6.90s n/a with a SBE 6 liter and ported LS6 heads at #3650. This is with a smaller cam than the one you mentioned in your opening post and I drive the car 150 miles round trip to the track.

You should not need to go bigger on the converter or too radical on the cam unless you want to.

 

Spend 399 or 450 with MARS @ Tick or MR. PAT G. a good tune and there you have it custom to YOUR BUILD.....

 

Mine is a 252/256 .612/.612@112 in my 408 with 317's

Dyno numbers



Cold start video

 

Mine is a 252/256 .612/.612@112 in my 408 with 317's

Dyno numbers
http://i1193.photobucket.com/albums/aa354/sssssuka/Mobile%20Uploads/20140113_195315_zpsiah0br05.jpg[/I][/URL]


Cold start video
[URL=http://i1193.photobucket.com/albums/aa354/sssssuka/20130831_180951_zpsf9ce4abe.mp4][IMG]http://i1193.photobucket.com/albums/aa354/sssssuka/th_20130831_180951_zpsf9ce4abe.mp4

I hope this is through an auto

 

Well I have an update, a really bad one, got a call at work last night saying my dad was in the hospital and the car was totaled. I guess he took it out after I left for work, said the throttle stuck for a sec when he got down on it and ended up flipped over in a ditch.

Needless to say I'm devestated, dad is lucky to be ok, got staples in his head, bone in his back fractured, stitches all over, and bruised up really bad but he is alive and that's all that matters.

Engine didn't take any damage so that's good, probably just try to find a cheap roller maybe a foxbody to swap it in and go ahead and keep it turbo. Will probably have alot of 66/67 nova parts for sale soon.

Heidts mustang II frontend
Harwood 4" bolt on hood
Calvert split monos and caltracs
stock nova rearend witb 4.11 gears and auburn positrac
two bucket seats with brand new vinyl

I'll have to check everything out to make sure its ok but last night all that stuff looked fine. This isn't meant to be a for sale add as the stuff isn't even for sale yet but may be available soon after we figure out what we are goin to do. Just P.M. me if you have any interest though.

I'll try to take some pictures of the car cause I'm sure some of you would want to see the damage. It just makes me sick, it's tore to pieces.

 

Well I have an update, a really bad one, got a call at work last night saying my dad was in the hospital and the car was totaled. I guess he took it out after I left for work, said the throttle stuck for a sec when he got down on it and ended up flipped over in a ditch.

Needless to say I'm devestated, dad is lucky to be ok, got staples in his head, bone in his back fractured, stitches all over, and bruised up really bad but he is alive and that's all that matters.

Engine didn't take any damage so that's good, probably just try to find a cheap roller maybe a foxbody to swap it in and go ahead and keep it turbo. Will probably have alot of 66/67 nova parts for sale soon.

Heidts mustang II frontend
Harwood 4" bolt on hood
Calvert split monos and caltracs
stock nova rearend witb 4.11 gears and auburn positrac
two bucket seats with brand new vinyl

I'll have to check everything out to make sure its ok but last night all that stuff looked fine. This isn't meant to be a for sale add as the stuff isn't even for sale yet but may be available soon after we figure out what we are goin to do. Just P.M. me if you have any interest though.




I'll try to take some pictures of the car cause I'm sure some of you would want to see the damage. It just makes me sick, it's tore to pieces.

Prayers for you and your dad . Car is the least of your concern now . Sorry to hear this

 

Damn. Hate to see the classics go down. Glad your dad will be okay.