So either way the valve lash was the same I would presume. Valve Lift with Factory Rocker Arm Ratio: 0. You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. Great info there, dig deep into their web site, you will be rewarded. Yes, the above info is based on my own driving experiences with these cams, not controlled lab experiments.
You'll need forged pistons, a compression ratio that will limit you to racing fuel as your only option, and it's unlikely you'll be able to run an automatic transmission without a high stall speed torque converter that will turn every stop sign into a tire-smoking launch whether you want to or not. The cylinder heads, camshaft and gears, intake manifold and carburetor were all changed together. Over-camming is a common mistake when building a motor. As such, they may be inaccurate due to lobe ramps ground non-symetrically. In response, Chevrolet created the 30-30 cam and sought to give racers the most performance for their better breathing and higher-winding 327s. The Serious Stuff Copyright © 1996 - 2001 Procrastination Racing, VetteNet, and all authors as listed. Low octane 89 and 88 started showing up in the 60s.
I built a mondo beyondo wild Mako Shark Corvette for my girl. Hot lash is what you measure in a hot engine as soon as you stop the engine and get under the valve covers to measure the lash. Nobody wants those because of severe overheating; cylinder walls are too thin. It definitely gets printed off and goes in the folder. Most people find that they can run up to 10. When in doubt, both specifications are printed.
No No No and Hell No. The hydraulic mimic cam of the 30-30 is Comp part number 12-672-4. Low octane 89 and 88 started showing up in the 60s. All of these will factor into what you should do to attain the goals on the engine build. I did some number crunching for you. As you increase the duration of the cam, you increase the peak horsepower, but at the expense of low end torque. The Duntov cam was a predecessor to many of these designs.
Camshaft Lift To a point, the further the valve rises from its seat the more airflow can be released. This will make setting the timing nearly impossible! I love factory solid lifter V8's. The answer is a resounding yes, but you need to know why it makes sense. All lobe centers and distance between lobe centers are calculated. You don't have to rev the engine much to pull away from a stop smoothly. In Corvette: Technically Speaking, the 68 cam is shown as two different values.
As with any solid-lifter camshaft, there needs to be a certain amount of operating clearance or lash set into the valvetrain to ensure long life and proper performance. Many manufacturers have begun reproducing these vintage camshafts, and in many instances, they have infused modern technologies to better suit the end user. Duntov surrounded himself with performance, and performance-minded people. Of course the 30-30 cam was. Since then, I've probably built or supervised the buildup of a couple of hundred of them, maybe more. Another source gives intake lift as.
Do not to overdo the duration when selecting a camshaft. I am not a fan of Comp Cams, very hard on the valve train, and noisy as well. Very stout, and good gears, with the 700R4 a very good combo street and highway. If you can't decide between two cams, choose the milder one. This may answer a question I have.
Of course the 30-30 cam was. Hello, are there any experts out there that have experience setting the solid lifters in a chevy 283 with the 097 solid cam? My small block 400 truck engine has a smooth 700 rpm idle with the 151 cam and strong low speed torque. Through the years, cam manufacturers have found that many engines prefer more duration on the exhaust lobe than on the intake lobe. If you require more, like improved fuel mileage, highway gears and drivability, you may want to divert your view to a more modern design. It is best viewed in full screen size, not reduced.
In plain, simple language, don't copy any of this. Back in the day I had an old vlave cover with the top cut off, it was cut higher on the exhaust side of the head, and the Moroso clips that went over the end of the rocker arms to prevent the oil from shooting 6' over the fender of the car. Who knows what that camshaft might have been! All hp ratings are Gross. When you punch a 283 out up around 300 cubic inches, such as a 302, run high compression pistons with a big cam, you will start having overheating problems. This high-winding cam was designed for tall gears and high rpm.
Efficiency is the real trick, not raw horsepower. Seriously, go over to Edelbrock, look around, read a lot, even if you do not buy from Edelbrock. The cam grinder's description usually overemphasizes the high rpm horsepower gains and ignores the low speed sacrifices. It will idle as low as 650 rpm in a 327. Finding value in style points, he can appreciate cars of all power and performance levels. Other stations just had regular and premium.