cam change what to expect

http://www.straubtechnologies.com/ Those SCJ iron numbers look nice.

supervel45 wrote:http://www.straubtechnologies.com/                                                                                                                                                             Those SCJ iron numbers look nice.

yes he got torn down quite a bit when it first went out on the OH pulling circuit. I will post the results of this Thor headed 610CID in a few weeks. It is 17 to 1 on Alky.

zbob wrote:pm sent. straub....thanks bob

the work begins!!!

Good luck guys!
I may need a new cam once my $ sucking ranger project is done

Good luck guys!
I may need a new cam once my $ sucking ranger project is done

f250mike wrote:Well Bob, Straub has laid down a challenge.
I know what you've done with a pile of bolts and happy that it's always improving.
We know each other's rides like their our own and I wouldn't pass up Straubs offer if it was me.
I want to see the Zephyr in the 11's!!!!!!!!!!!!!

Buy mine and you can see one in the 9's

hey joe will a dollar two ninety eight cover it? thanks bob

Straubtech wrote:

zbob wrote:gentlemen, tired of high 12s want low 12s.
..... edelbrock rpm heads 75 cc, torker ii intake, proform 850 street carb, shorty headers, 327 gears with 26 tall tires.  two ton pistons 5 in the hole,
.....cam is a wuss cam 213 219 520 lift. gonna try a 274 voodoo cam. I believe it is 227 230 and 560ish lift. I  need enough vacuum for power brakes. ability to drive around minn wisc etc is important to me. will the cam change get it done? thanks bobn

If the board want to see it and your willing I will design a custom camshaft based the engine combo and the goals.   Here is my only stipulation.   You pay for the cam when I send it.   Once you test it no matter the results I refund you the money for the camshaft.   Offer is on the table.

new year is here first local event at siren airport 1/8 fun and games. hope she runs good. bobn

8.3 at 86 in the eight. 2 tens faster. engine runs cooler too. drove the car there and home. so the straubtech cam is better yet than the last change.  thanks chris.....bobn

[quote="zbob"]8.3 at 86 in the eight. 2 tens faster. engine runs cooler too. drove the car there and home. so the straubtech cam is better yet than the last change.  thanks chris.....bobn[/quote

edit pretty good pick up just with a cam only !

So are the Spec's. Still Classified Above Top Secrete, LoL?

with the previous cam the car would go through first gear really quick, spend most of the track in second, shift into high at the thousand foot mark. now I am shifting in high at the end of the eighth. it revs that much faster and further. yet to run the 1/4, perhaps wensday at brainerd...bob

If I had to to take a guess I would bet it's on a 107-108LSA and a 103-104 ICL but Who Knows?

If you want to go fast you MUST have traction , no slippage , in low gear. Slicks may be in order due to the huge torque produced by the 460. E.T. is all about getting the weight moving. "I" would be looking at a 3.73 gear set and hopefully you have a traction lock , if not , get one. If your MPH is over 112 in the 1/4 your ET should be low 12s. My daily driver '67 Ranchero (408W) runs 12.40s (8.0 1/8th) @ 110 mph with a tight , stock convertor and no tire slip. You should be faster than that.

zbob wrote:8.3 at 86 in the eight. 2 tens faster. engine runs cooler too. drove the car there and home. so the straubtech cam is better yet than the last change.  thanks chris.....bobn

Very nice....How easy does it start? How is the idle note? How is throttle response?

supervel45 wrote:So are the Spec's. Still Classified Above Top Secrete, LoL?

Bobs cam so he can give them out if he likes.

starts easy, 12-14 initial 36 overall, msd distrib with no vac advance. msd digital 6al, with blaster 2 coil. sounds good without being a nuisance. I did have some breaking up at top of each gear under load. not sure if it is rich. plugs are brown/black after crusing around. also thought I might have had the rev limiter to close to shift point on the msd.

....gt350 I appreciate your advice but this is a total street car that drives to local fun runs, 2 1/2 hours each way to the track (street car night), with no cage, tubs etc. no slicks and has muffs.

zbob wrote:starts easy, 12-14 initial 36 overall, msd distrib with no vac advance. msd digital 6al, with blaster 2 coil. sounds good without being a nuisance. I did have some breaking up at top of each gear under load. not sure if it is rich. plugs are brown/black after crusing around. also thought I might have had the rev limiter to close to shift point on the msd.

....gt350 I appreciate your advice but this is a total street car that drives to local fun runs, 2 1/2 hours each way to the track (street car night), with no cage, tubs etc. no slicks and muffs.  

Did You mention the shift RPM, If you did I missed it just wondering? I picked up two new cams, well one is barely used and the other is new in the box. One is a Lunati 275 Hydraulic and the Other is a Competition Cams 294 B8 Mechanical. The Lunati is first up, Hopefully soon we will see how it does at 429 cubic inch's. The Comp. is going in at least a 466. They are both on a 108 LSA and if you take the Lash into consideration the lift is not that much more on the 294 and it will have about 20 plus degree's more Duration then the Lunati 275. Wish I had access to a free Dyno?

.2th in the 1/8 should result in .4ths in the quarter. The fact that this is a mild hyd flat tappet drives the point home that the cam is the brain of the engine and they run much better with a smart one. Shelf cams have their place work good, but for the guy that is wanting a more then a custom based on the combination of parts will make more power and save you money in the end.

Thank you Bob for posting the results. Look forward to the 1/4 mile number.

I just put a similar combination in my 71 Mustang. I have a 466, 11:1 comp, gapless 2nd rings, iron CJ heads with the thermactor bosses removed and minor bowl work, 2.25/1.76 valves and the Voodoo 276/284, 233/241 @ .050. I fired it up and was able to break in the cam but I had carb issues. It was running very rich and low vacuum at idle. Sounded good though. It should be fine once I make some carb changes and I am guessing its going to need more initial advance than the 10 degrees I started with.
What vacuum readings are you getting with yours?

69BOSS wrote:I just put a similar combination in my 71 Mustang. I have a 466, 11:1 comp, gapless 2nd rings, iron CJ heads with the thermactor bosses removed and minor bowl work, 2.25/1.76 valves and the Voodoo 276/284, 233/241 @ .050. I fired it up and was able to break in the cam but I had carb issues. It was running very rich and low vacuum at idle. Sounded good though. It should be fine once I make some carb changes and I am guessing its going to need more initial advance than the 10 degrees I started with.
What vacuum readings are you getting with yours?

With OEM heads the engine will be much happier with a wider split if the OEM I/E ratio was maintained. A cam with exhaust duration of 250 would make a huge difference in performance and vacuum.

I get so many customers who really have a total misunderstanding of how a camshaft affects the power curve.

A lot seem to think that a new, larger camshaft will ad power, (torque), to their engine yet remain at near the same RPM level and don't realize that it will take a higher RPM to reach that increased power.

It is truly bewildering just how many people actually believe that ideal. Somehow this many people had acquired this misconception so, it must be in the advertising or this thing called the World Wide Web.

rmcomprandy wrote:I get so many customers who really have a total misunderstanding of how a camshaft affects the power curve.

A lot seem to think that a new, larger camshaft will ad power, (torque), to their engine yet remain at near the same RPM level and don't realize that it will take a higher RPM to reach that increased power.

It is truly bewildering just how many people actually believe that ideal. Somehow this many people had acquired this misconception so, it must be in the advertising or this thing called the World Wide Web.

I explain it this way. Lift is the ability to make HP, Duration is the ability to sustain power at given rpm range. If you want power at 6000 rpm it takes a given amount of time to hold the valve open (duration) to feed the engine at that rpm......and compression ratio doesn't matter. If its 9 to 1 or 15 to 1 it still needs the same amount of time.

220 - 220 on a 112 vs a 225 - 240 on a 107. Stock 9:1 compression 466 1.875 headers and Performer RPM intake.

How will the torque cure look on both cams and will the bigger number at .050 cam make better power in the same rpm range as the smaller one?

IDT-572 wrote:220 - 220  on a 112 vs a 225 - 240 on a 107.   Stock 9:1 compression 466  1.875 headers and Performer RPM intake.

How will the torque cure look on both cams and will the bigger number at .050 cam make better power in the same rpm range as the smaller one?

If the cam is going in OEM stock Ford head then the 2nd one will best the first one by 75#/ft or better because the 1st one will make one constipated engine. Your don't give the exhaust enough time to get out the engine at a given rpm will hit the wall.

Duration split between intake and exhaust is determined by I/E ratio.