[lucky1]

Hi, would this cam likely be good for a 455 on pump gas ?

Thanks.

[TransAm 474]

In my opinion, that would be a really good camshaft in a 9.5-10-1 compression pump gas 455. The Ultradyne camshafts are excellent, Harold Brookshire was a camshaft genius, his Ultradyne lobes really made great power, his latest lobe designs are the Lunati VooDoo lobes, which he said are improved even over the Ultradyne.

[TxSportCoupe]

That looks like a great cam for a stop light tire burner that will pull real hard through the mid range on the freeway. Should thump pretty good too. I’d run it all day long.


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[PunchT37]

Good cam. Run it with a 2200 to 2600`ish converter.

[ponyakr]

Originally Posted by TransAm 474

In my opinion, that would be a really good camshaft in a 9.5-10-1 compression pump gas 455. The Ultradyne camshafts are excellent, Harold Brookshire was a camshaft genius, his Ultradyne lobes really made great power, his latest lobe designs are the Lunati VooDoo lobes, which he said are improved even over the Ultradyne.

I suppose that cam might fall somewhere between the 703 & 704 Voodoo. Lunati even has a 703 in stock, at the time I'm posting this.

https://www.lunatipower.com/voodoo-h...8-268-276.html

https://www.lunatipower.com/voodoo-h...8-276-284.html

The Voodoo cams have less adv duration, giving them a steeper ramp. They are said to increase low rpm compression/torque. Very popular here & have been discussed, a LOT. Because of the steep ramps, increased valve spring pressure is required.

[lucky1]

Any ideas on timing curve ?

[Steve C.]

Listed here:

http://web.archive.org/web/200302240...com/index.html

Lee Atkinson ran it years ago but ground with a 108 lobe separation. Harold liked a 108 LSA on a Pontiac.

https://pontiacstreetperformance.com...uild45500.html



.

[TransAm 474]

Originally Posted by ponyakr

I suppose that cam might fall somewhere between the 703 & 704 Voodoo. Lunati even has a 703 in stock, at the time I'm posting this.

https://www.lunatipower.com/voodoo-h...8-268-276.html

https://www.lunatipower.com/voodoo-h...8-276-284.html

The Voodoo cams have less adv duration, giving them a steeper ramp. They are said to increase low rpm compression/torque. Very popular here & have been discussed, a LOT. Because of the steep ramps, increased valve spring pressure is required.

Yeah, I have experience with the VooDoo 704 in a 9.4-1 compression 467, and it runs REALLY exceptional I think, and it has bone stock 6X-4 heads, other than the Ferrea stainless valves and Crower 68404 springs set up at 1.550" Installed Height. They even retain the stock sized 1.66 exhaust valve. It is in a W72 1979 Trans Am with 3.23 gears, positrac, and a 4-Speed manual. You can't take off from a stop sign and accelerate up normally up to 20mph or so in low gear, and open it up, and it will absolutely start frying the tires off and pull your head off at the same time, and this is with a AA traction 275/40/17 Nitto tire. I think it does really well for having ZERO port work done on the heads, not even a port match. The Idle is surprisingly mild as well, but has a little sound, I would say similar to a stock Ram Air GTO. It has VERY good street manners, and makes 14" of vacuum at 800 RPM idle. This is with a stock iron Intake manifold and a 800cfm Qjet we had Sean Murphy at SMI build for it,(it works flawless as well). We had Cliff set up the factory W72 HEI distributor for it.

I would like to, someday, upgrade my personal 9-1 compression 461, which has 240cfm SD Performance 6x-8 heads, and build it with a set of KRE 310cfm D-Ports, get the compression up around 10.5-10.75-1, and use the VooDoo 705 with 1.65 rockers and "maybe" a set of Rhoads lifters. I think that would be a great street combination possibly. I currently use an Ultradyne Solid Flat Tappet with

288/301 Advertised Duration
255/268 Dur.@.050"
.540"/.552" lift with 1.5 rockers
112° Lobe Separation

As you can see, it is waaayyy over-cammed for my 9-1 compression, although it still runs pretty strong, and is actually not that bad on the street. My current cam would probably work great as well up at 10.5-10.75-1 compression and the 310cfm KRE heads, maybe even better performance than the 705, but I'm sure the manners would likely be better with the 705/Rhoads combination. Mine is in a 1978 Trans Am with a TH400 and 3.73 gears.

[TransAm 474]

Originally Posted by lucky1

Any ideas on timing curve ?

Depending on the compression, head chamber design, and quench distance, I would say you would want to be somewhere in the 10-14° Intial timing area, and 30-34° Total, all in at 3000-3200 rpm or so would work great.

[TxSportCoupe]

Well it won’t let me share the link. Look up tuning papers by Lars Grimsrud. He has one on distributor set up and timing and another on vacuum advance. Read, learn, follow, and actually do these thing and you’ll be light years ahead of the crowd and get good results out of a factory HEI and run cool on a $100 O’Riley radiator. Swear to God. Seen a lot of grown men cry when I solved the cooling issues with a $20 vacuum can after they spent $1500 on aluminum radiators, electric fans, and all manner of Voodoo.
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[Vid]

That’s exactly the cam that Tim at Ultradyne recently prescribed for my 455 and 4 speed build, but on a 112. I told him I want all the fun I can stand between stoplights, from 1st gear through 2nd to the start of 3rd gear. Not interested in anything beyond that. 10:1 compression, Edelbrock 61529 round port heads (87cc), 1.65 rollers, RPM intake with 850 FST carb, RA III manifolds. Not sure of which gear I’ll be running yet, once everything is put together I’ll try it with the existing open 3:23 rear that’s in the car and when I get my posi built I’ll add some gear if necessary, maybe 3:50 or 3:70 if I really want to go crazy, haha.


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[Mike Davis]

While not in a 455 I have that exact cam in the 67 with a 428, 62 casting heads, Headers, Tri Power, 2500 Converter and 3.55 gears. Car has a nice lope at idle and pulls hard to 5500 RPM. Power brakes work fine. I think it would work well in a 455.

[West Coast GTO]

Not to highjack this thread but did you modify the heads to accept the 1:65 rollers?

Originally Posted by Vid

That’s exactly the cam that Tim at Ultradyne recently prescribed for my 455 and 4 speed build, but on a 112. I told him I want all the fun I can stand between stoplights, from 1st gear through 2nd to the start of 3rd gear. Not interested in anything beyond that. 10:1 compression, Edelbrock 61529 round port heads (87cc), 1.65 rollers, RPM intake with 850 FST carb, RA III manifolds. Not sure of which gear I’ll be running yet, once everything is put together I’ll try it with the existing open 3:23 rear that’s in the car and when I get my posi built I’ll add some gear if necessary, maybe 3:50 or 3:70 if I really want to go crazy, haha.


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[67Fbird]

looks like the cam i ShOULD have gone with...mine is a TAD bit smaller in 10.2 comp 455 with mild IRON heads...


I have Harland Sharp 1.65 rollers BUT tall valves (5.110) and already opened up the pushrod holes (at the top 3/4") and I do believe it was needed after inspecting during "MOCK UP"...I had very little (1/16") clearance there. I probably moved the "hole" 1/8" at the top and tapered down about 3/4" inch

I can't wait to get the CAR together...here it is warm idle...about 900 rpm.
https://www.youtube.com/shorts/ZX5jFU_l9xc

[Lee]

Originally Posted by Steve C.

Listed here:

Lee Atkinson ran it years ago but ground with a 108 lobe separation. Harold liked a 108 LSA on a Pontiac.

https://pontiacstreetperformance.com...uild45500.html



.

EDIT: I found an old post of mine, where I summarized some of my testing/changes - https://forums.maxperformanceinc.com...d.php?t=403193

Note that I had some nicely ported heads, and modified pistons to bring the CR down to 9.9-10.0 range. With unported iron heads, I feel that it is too much cam.

In addition to what is at the link Steve provided:

With the cam installed as ground (104ICL), 3.31 gears, and 275/60-15 cheap radials, it often ran 12.0's to 12.3's, and got a few high 11.9's.

The rear and the torque converter eventually blew. With 3.42 gears and a Hughes GM25 (2500) and one of the first sets of BFG drag radials, the car ran 11.77.

There may be details somewhere in the archives, my memory is getting fuzzy on some of the details (around 20 years ago). At some point I retarded the cam, added HS "1.65" rockers, electric fan & water pump, went to the (then new) MT drag radials, installed a custom Hughes converter that flashed to about 3200 and got the car to into the 11.5's. I was getting 1.53 60's at that time.

I was shifting right at 5300 for all those runs.

I later had the heads freshened up, changed to the UD 280/280 SFT cam, and replaced the old FlowMasters with Xlerators, and ran 11.2's.

[Steve C.]

"looks like the cam I should have gone with...mine is a TAD bit smaller"

67Fbird
I presume you re referring to the posted Butler cam. Smaller as in one degree less .050" duration ?

If you prescribe to the cam designer Harvey Crane and his "CAM PROFILE INTENSITY" material it was his personal opinion, the smaller the intensity numbers measure, the performance will increase. Some here do not agree with this.

His material was published many years ago, but even then he stated recent advancements in design technology have made it possible to open and close the valves with more area under the lift curve. By doing so, engine efficiency is improved because the valves spend less time at very low lift. Further he stated In practical terms, if two cams with similar lobe designs have the same duration at .050" lift, maximum torque and horsepower will be almost identical. However, the cam with the smaller intensity figure will have a smoother idle, better off-idle response, superior low speed drivability and a broader power curve.

The Butler cam 273 degrees at .006" tappet lift and the UltraDyne has 288 degrees.

In addition the Butler cam has more valuable valve lift.

"If you want to build a street motor with the most power without a sacrifice of idle and low speed qualities, then lift is the most important factor to maximize, not duration. The best street cams are those that seek to maximize lift while only adding a minimal amount of duration."
David Vizard


.

[Skip Fix]

I ran that in my first 455 same LS and ran low 12s @117 with road race suspension and 3.42s and would run the A/C fine. 3950 lbs. Same cam in my RAIV 400 initially and mid 12s @108.

Buddy ran one in a 428 in a 70 TA and was mid 12s cast iron manifolds. It was a 110. Butler used to sell a boat load of those.

[Vid]

Originally Posted by West Coast GTO

Not to highjack this thread but did you modify the heads to accept the 1:65 rollers?

I didn’t know I had to. Do tell!


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[West Coast GTO]

I don't know.... that is why I asked the question. On other threads, some post that they enlarge the pushrod holes.

Originally Posted by Vid

I didn’t know I had to. Do tell!


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[Lee]

Originally Posted by West Coast GTO

I don't know.... that is why I asked the question. On other threads, some post that they enlarge the pushrod holes.

I had to. The higher ratio rockers move the pushrod towards the rocker stud. That made the pushrods rub in some of the passages.

Spray a coat of sandable primer on the pushrod, install it, and slowly rotate the motor a few times - then you'll see where the contact is at.

I did a bunch of test fitting (and cleaning) before I was able to use the "1.65" HS rockers (measured closer to 1.71:1 on my motor).