[mchell]

with high 1.7 60's, you will not know your performance potential until you at least stick some low 1.5's.......you are probably under stalled and under geared for the RPM range the engine wants.......couple that with drag radials.........

[issach428]

i am currently running a continental converter tight 10". I talked to chris and he said he could restall it to around 4200-4300. I also just found before the last run i made, the fuel pressure was at 7 lbs. Now the gauge is reading 5 pounds. It was a liquid filled gauge but all of the liquid has leaked out. I have read liquid filled gauges fluxuate with temps but since there is no fluid is it ok? I turned it back up to 7 lbs. I may also try open headers since its a 3.5" collectors reducing into a 3 inch pipes.

[Goat-Racer]

Originally Posted by mchell

......couple that with drag radials.........

What's wrong with drag radials???

[GOAT490]

Originally Posted by issach428

my 60ft is in the high 1.7's. motor has never been dynoed. exhaust is 2 inch headers 3.5 collector reduced to 3 inch pipes-3inch x pipe through dynomax welded ultra flos. I was more concerned with the mph since the converter didnt have the proper stall. The cams are identical, i installed it 2 degrees advanced at 104. I am sending off my stall to have it near 4300rpm. I may switch back to a 28 inch tall slick once my mt drag radials done.

Is that the same as the other engine or are you guessing? I know of some halfway decent engines running at 100/102 ICL. With the correct convertor I would think 1.5 60's would help and getting into the powerband quicker should help mph. If you look at your car and the Tiger I would hesitate to even say they are similar. You will get there, it will just take time and tweakin'!

PHILLYGOAT

[mchell]

Originally Posted by Goat-Racer

What's wrong with drag radials???

i have run five different sets of drag radials......on a slow car to boot.....never could get any consistancy....if the track was prepped good, they hook....if the track is marginal, they don't......a set of slicks will provide consistant traction at even marginally prepped tracks.......nothing wrong with drag radials...they just won't be consistant...

[69Goat1]

mchell - Issach and I run the same drag radial at the same track on the same day - it ain't the tire unless it is just due to being too tall for the 3.73 and tight converter... He tried my looser Neil chance around 4400 stall and it ran basically the same ET as it is now... From watching the car it is really lazy on launch and really needs some 60 foot help and it isn't due to lack of traction...

[mchell]

interesting.......I assumed that high 1.7 60's were traction limited....if that thing won't produce at least low 1.6 60's with a 4400 stall, something is definitely wrong!!!.....suspension?......may want to get it on a chasis dyno to investigate.....

[issach428]

When i tried the 4400 stall , the cam was retarded 5 degrees. since then i advanced the cam and havent tried the higher stall yet.

[TIN TIGR]

unless the cam was ground wrong, very few cars run well at 5 degrees retarded..you must get the timing events correct for your combo, but if i had to change the cam around that far back i'd be looking for a new camgrinder..

5 retard in any normal cam design would flat kill your bottom end and probably never run top end either..

[issach428]

i have already advanced it to 104. when i originaly put it in i was in a hurry and installed it straight up which turned out to be about 5 degrees retarded. I havent had the 4500 stall in it with the cam advanced yet. It will be about a week and a half before i get my converter back. I am having it restalled from the 3200 to 4300.

[Tom Vaught]

Rarely does any camshaft come from the grinder with a 5 degree Retard as a "straight up" spec. I have seen a lot of camshafts with advance built into them from the factory. Interesting. Who ground the camshaft for you again. Can you post the camshaft specs? All of them?

Tom V.

[chief455]

Perhaps it's a multi key timing set and was lined straight up in the -4 position?
those things can get wrong easy without a degree wheel on them.

[Tom Vaught]

Multi-key timing sets are the worst things you can give a novice camshaft installer. I have even seen the deal get screwed up by some "experienced" mechanics/ engine builders.

If the camshaft phasing is wrong, the engine will never perform properly.

I sold a Chebby guy a solid lifter camshaft and lifters many years ago.

He calls me up on Memorial Day and tells me that I sold a hydraulic camshaft vs the solid lifter camshaft he wanted. The valvetrain is making a lot of noise.

I say the camshaft I sold you is a solid lifter LS-6 (454 cid) camshaft with solid lifters. If you want, I will try and help you figure out the problem.

I say: "Did you install the camshaft correctly?"

He says, Yes, of course I did. It was "dot to dot"

I drive 45 miles one way to his house on a holiday because he was acting like an a$%hole. I get there and see he has a LS-6 crate motor in the car. We take the valve covers off and every rocker is loose. I say "Did you check the lash properly?" He says I set the lash three times, I could not check it after that as the POS starter nose broke off."

I say "We don't need the starter to check stuff, we can bar the engine over by hand".

This is what I found: Every pushrod was bent. (That explained the broken nose on the starter).

I tell him "Let's check the timing gear settings on more time" He swears that the gears are "dot to dot".

We get the cover off and I look at the timing set. It is a multitooth deal. He has actually timed the camshaft three teeth off vs the proper marks. The engine "would still run", he said, but "idled rough". He blamed this on the "massive size" of the camshaft.

We pull the heads and every piston has a dent in the piston top, every guide in the head is cracked, and several camshaft lobes are hurt. We pull the camshaft and he throws it down on the concrete floor breaking it in two pieces.

He eventually swapped another set of heads on the engine. Bought a new camshaft from someone else (exact same grind for $100.00 more than he paid me), and got the thing running with a buddy's help. Last thing I heard about him, he torched a groove across the block between two cylinders learning about NOS.

Sad but true.

Tom V.

[Ron]

Tom he got the info/cam from Butler. I can't imagine Butlers recommending a retarted cam for a na application. Something is terribly wrong with this combination....terribly wrong.

[Tom Vaught]

Agree my Friend, Totally Agree.

Tom V.

[issach428]

The cam was a custom grind with no advance ground in. it was 5 degrees retared becuase i was running an old standard loose 9 way timing chain and i should have been running a .010 under chain and didnt degree it. I have since changed it to a new 9 way .010 under chain re-checked everything, degreed it and it came in at 104.5, its a 110lsa to be installed at 106 icl  and since i know it is a Big cam for this compression i advanced it 2 degrees. The lash is .026  i set it .024 cold. I have custom length pushrods and am running 999 comp springs with 1.65 rockers that i had to clearance on the pushrod side of the trunion so at full lift the pushrod would not bind on the back of the rocker.(longer valves and a .440 lobe is what i was told was the reason for that) The last run i made had 80/88 jets in. I am going to try 84/90. Heres the cam: duration @.050 272/276 lobe .4400/.4410 gross lift .660/.661, valve open @ .050 int open-30btdc/close 62, exh open-72bbdc/close 24 atdc. specs for icl at 106 110 lsa.

[71 Ventura II]

Originally Posted by issach428

The cam was a custom grind with no advance ground in. it was 5 degrees retared becuase i was running an old standard loose 9 way timing chain and i should have been running a .010 under chain and didnt degree it. I have since changed it to a new 9 way .010 under chain re-checked everything, degreed it and it came in at 104.5, its a 110lsa to be installed at 106 icl* and since i know it is a Big cam for this compression i advanced it 2 degrees. The lash is .026* i set it .024 cold. I have custom length pushrods and am running 999 comp springs with 1.65 rockers that i had to clearance on the pushrod side of the trunion so at full lift the pushrod would not bind on the back of the rocker.(longer valves and a .440 lobe is what i was told was the reason for that) The last run i made had 80/88 jets in. I am going to try 84/90. Heres the cam: duration @.050 272/276 lobe .4400/.4410 gross lift .660/.661, valve open @ .050 int open-30btdc/close 62, exh open-72bbdc/close 24 atdc. specs for icl at 106 110 lsa.

FWIW a lobe lift of .440/.441 when running a 1.65 rocker would be "Gross" .726/.7276 !!! If your rockers are like the Harland Sharps having a measured 1.72 ratio you would be @ .7568/.7585 Gross valve lift. MUCH more lift than .660's I hope your information was a typo as this can cause serious issues with clearances and valve spring selection. JD

[issach428]

.726 yes, but subtract lash .024 just over .700. I had a machine shop set it up and i rechecked for retainer clearance and everything was fine. oh and they are comp cams 1.65 ($330 ones)