FAQ |
Members List |
Social Groups |
Calendar |
Search |
Today's Posts |
#21
|
||||
|
||||
I think that you are right on track with the duration and lift with your combination. Being a roller camshaft will also make the camshaft much more drivable. A 428 will eat that camshaft like it is nothing.
Tom Vaught
__________________
"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#22
|
||||
|
||||
Cool! Now if you could just tell me WHY I chose that cam....
|
#23
|
||||
|
||||
See my answer to Tom's post below
|
#24
|
||||
|
||||
Quote:
Looks like an 068 ho cam and 1.65 rockers for me. (turbo 400, trans go kit, cont. 10 converter and ford 9in with 3.50 ratio) patrick
__________________
|
#25
|
||||
|
||||
Quote:
|
#26
|
||||
|
||||
Good choice. Drives like a regular converter; you don't need to rev excessively to move the car, it just creeps in gear like it should. No slip at hwy speed but when you want get on it then it is Jekyll and Hyde. I got mine from Cliff R, I'd recommend calling him.
Stu
__________________
"Having a 10 second Civic must be just like coming out of the closet; you'll surprise some people, but you're still gay" 1970 GTO, 455+.034", 0 deck, Wiseco's, Eagle rods, 60919, Rhoads, E-Heads, 1.65 Scorpions, RPM, Custom Qjet by Cliff, Doug's 1 7/8", THM 400, Gear Vendors OD, 3.55s.........Her name is Blandorf; after a girl I knew once, 'cause she's just Bitchin, always. |
#27
|
|||
|
|||
Quote:
|
#28
|
|||
|
|||
Quote:
I should add I don't have a ton of experience with autos, at least not in terms of racing as I stick with manuals. But, I've seen th350's live behind well running 455's without issue for tens of thousands of miles. They were usually rebuilt with a mild shift kit, which as I understand it helps them a bit due to higher line pressures and less slip in the clutches. Too firm of shifts and it shocks the internals too much which can break them. A buddy ran a th350 for 20-30k miles behind a 455 running high 12's at 108mph without issue before he sold the car. I'm sure he was in that 450/450 ballpark, but he did not run slicks. Last edited by bobzdar; 03-18-2011 at 12:44 PM. |
#29
|
||||
|
||||
Quote:
Stu
__________________
"Having a 10 second Civic must be just like coming out of the closet; you'll surprise some people, but you're still gay" 1970 GTO, 455+.034", 0 deck, Wiseco's, Eagle rods, 60919, Rhoads, E-Heads, 1.65 Scorpions, RPM, Custom Qjet by Cliff, Doug's 1 7/8", THM 400, Gear Vendors OD, 3.55s.........Her name is Blandorf; after a girl I knew once, 'cause she's just Bitchin, always. |
#30
|
|||
|
|||
Quote:
|
#31
|
|||
|
|||
Quote:
To change (back) to the subject a little. The cam the poster selected Dur@.050 222/230 Lift@1.5 560/560 LC 112 how would the area of the lobe compare say to the RAIV cam? With the shorter duration, people might think much less power but with the higher lift would you have close to the same lobe area? Or maybe even more power if in fact you have more lobe area, just at a lower RPM due to the short duration? If so then here is where the KRE heads would allow you to take advantage of the rollers higher lift, where an iron head might choke the higer lift out. This is all my thoery, would like to hear input from someone with more hands on dyno experience in this area. |
#32
|
||||
|
||||
change of scr
Quote:
|
#33
|
||||
|
||||
To those familiar with flow numbers. does anyone know the flow numbers for 1969 number 47 heads they arent listed on Ron's page. are they the same as the # 46 ' s ?
__________________
No good deed goes unpunished 1981 Firebird Esprit w/ 1974 Pont 455 motor 30 over 1974 #6X heads Edelbrock performer intake Edelbrock 1406 Carb Summit 4 tube headers 2 1/2 in exhaust to cherry bomb Turbo 2 Mufflers HEI distributor Summit 2802 cam 3.42 posi rear TH350 Tranny Paint from Summit "ultra blue pearl" |
#34
|
||||
|
||||
"A set of 250cfm iron from SD will cost at least $1680.00 while a set of KRE D-ports complete unported that will flow as much and have plenty upside, will cost $2037.01 shipped for a whopping $357 more!"
Better check your homework on that one. KRE Dports are excellent heads but nowhere near 260cfm more like 220 and several $100s more to get to 260 On the cam choice, my 428 has a Summit flat tappet 2802 that is nearly exact spec as the roller you look at. Nice 700rpm idle, just a slight rump in the idle and is still ripping way beyond any prudent shift point. I could live with a smaller 2801 but I dont think Id want a bigger cam as my Bonneville is supposed to be a street car like you say you want.. You may have a different tolerance. Of course mine is only about 375hp and there again I wouldnt really want more in a cruiser. On the subject of cams, all these posts for cam ideas are tons of fun and we learn a lot (usually) by discussing them but when it comes time to buy one personally I call someone who specs out cams for customers on a daily basis. Ace, Dude, Butler, Spotty, Cliff, Bullet, P-Body, SD, et al. Pick one to trust and then dont be second guessing the expert! My opinion is when it comes time to get out the credit card, the cam recommended by and bought from, one of the respected Pontiac vendors, is going to be a lot closer to what you really need plus the other parts, valve springs etc will be right LOL If there is a big problem who ya gonna call? Summit? Hows that gonna work out? After all we well meaning "internet experts" wont have to live with a problem, you will, and by extension the guy you buy it from, so hopefully that vendor is going to be very careful in advising you. Last edited by BVR421; 03-21-2011 at 10:23 PM. |
#35
|
||||
|
||||
flow numbers for KRE
Quote:
11-01-2010, 09:44 PM Rocky Rotella Ultimate Warrior Quote: Originally Posted by Nicks67GTO View Post Do you have any side by side results you could post? Nick, peak intake airflow on my SF-110 was: KRE D-port- 258 cfm Perf D-port- 272 cfm I'd say 258cfm is fairly close to the advertised 260cfm! Do you have any flow bench numbers on these KREs? Was Rocky Rotella wrong? |
#36
|
||||
|
||||
Quote:
Increase of 20cc runner volume for 10-12 cfm if that? Keep your iron head cores or at least buy the new Edelbrock d-port with no ambiguity in the flow numbers. Remember how magazines pay their bills, they are not going to bit a hand that feeds them. Jim Hand tried the KRE heads and off they came so that should tell you something as well (he's into is marketing knowledge not product). |
#37
|
||||
|
||||
Quote:
I stand by the flow bench number I obtain using my bench. I will say with absolute certainty that the KRE d-port castings I have flowed on my bench (at least three different castings at different times) have ALL flowed near 260 cfm. I'm not saying that all KRE D-ports flow 260. The reports suggest that some lesser flowing castings had got out, and I admit that my testing is limited, but it's not correct to make a blanket statement saying that KRE D-ports don't flow as advertised. As for Jim Hand not using them, he can explain more if he chooses, but his decision was based on port volume and not actual airflow. For the record, his flowed around 260 cfm too. |
#38
|
||||
|
||||
My mistake Rocky, it was Carcraft not HPP. In the article they did find 40 horse on the 20 cfm increase though but wonder how a Edelbrock RPM head would have fared.
http://www.carcraft.com/techarticles...low_chart.html AIRFLOW CHART VALVE IRON 7K3 KRE ALUMINUM OPENING INT EXT INT EXT 0.050 38 24 33 26 0.100 80 51 67 55 0.200 143 96 148 100 0.300 180 125 198 134 0.400 201 142 227 154 0.500 211 162 235 170 0.600 215 168 236 180 0.700 219 171 234 183 |
#39
|
||||
|
||||
No problem. I just wanted to keep the record straight.
I will tell you this, the Edelbrock D-ports are VERY nice! |
#40
|
|||
|
|||
Quote:
Quote:
Quote:
http://www.pro-touring.com/showthrea...-your-LS-motor |
Reply |
|
|