Ok so here's the specs on the cam and im not sure what too expect. 500/510 lsa 114. This kind of sounds like a shelf grind I've seen on here before. I have scorpion 1.6 rr's. Comp lifters,hardened pushrods, ferrea valves, 135# springs, ported and polished lt1 heads. Speed pro hyperforged pistons. Bored .030 over. 11.5 to 1 compression. Is this a good streetable cam with noticeable power gains?

 

Just did some research and cc304 is what i came up with. I think its too mild for what im looking for how would the cc306 work with my mod?

 

You appear to have posted the gross lift (0.500 I/0.510 E) and the lobe separation angle. What about the duration at 0.050"? Is the gross lift at 1.5X or at 1.6X?

 

1.5 not sure what it converts too though. The specs he gave me were identical too the cc304. That's the one which arrived today. I don't think this cam will be what im looking for so im getting the cc306 cam. He has too check piston clearance and the valves will have too be longer because we decked the block and planed the heads. I had the other specs written down just don't have access too them.

 

210/220. These are for 1.56 rockers

 

230/244 is the cc306. That's at 1.5 rr this is what i want something top end heavy for street/strip duty. Im trying too make a badass street car that will see light strip duty. The cc304 does not seem big enough too get the job done. I need too purchase a stall converter. I think im gonna go with a 2600 stall. I have a brand new set of lucas 42lb injectors going in it also. I guess im just pisses cuz the guy said i was getting a custom ground cam for 360 and its really a shelf cam that costs 280

 

The duration doesn't really change much with the rocker ratio.... a tiny bit, but not enough to be significant. The rocker ratio affects primarily the lift.

 

Settle down and go back to square one on your research.

First you get a pretty mediocre antique of a mild cam, then you want to go to an arguably too large but equally antique cam, then you want to couple it with a stall too low to make a bolton car work well.

For a shelf cam and keeping it simple consider the Comp 503, and on the stall you should be looking at more like 3600.

Honestly though with as far into this as you have gotten with these very poor choices I think it better to stop where you are now and do a whole lot more reading first.

Also what lead to the 42lbs injector decision? 30lbs would have been plenty.

 

Ported and polished heads,cam,ported intake,bored. 030 over decked block,planed head,11.5 to 1 compression,1.6 rrs all lightweight valvetrain. Full bolt on car, 30 would be selling yourself short i would guess. 42 leaves room for more mods, possibly a sts turbo kit in the near future. I used the formula on here for determining injector size. A 500 fwhp car requires 35 lb injectors. Why not leave a little extra room. 42 lb should be good for a 600 fwhp car. Why does it say 2800 stall for a cc306 with gears? I don't care tthat thee cam is old tech as long as it gives my car a proper attitude adjustment. I have searched on here and the cc304 is said too provide nearly no gains over stock. The car will be dyno tu tuned as soon ad its finished so i would think if done.properly it should see close too 500fwhp.

 

Comp's rpm information is well known to be incorrect for the LT1 and their stall information is a couple decades outdated. These days a quality 2800 can be passed off as stock till you lay into it, with a stock motor most people will do at least a 3200.

None of these cams coupled with BBK shortie headers is going to get you anywhere near 500fwhp.

"ported and polished" heads means little, they could literally be anything from a ruined step backwards to something truly capable of 500+rwhp with a solid roller.

11.5:1 and future turbo thoughts don't really go together.
Injector calculators are extremely conservative, there are advantages to not going wildly oversized on injectors, an adequate but not overkill injector will have a better pattern.

Why is it that people ask questions only to argue with experience based advise?

 

Appears he used my recommendation of multiplying flywheel HP X 0.07 (0.476 BSFC/85%DC). That isn't anywhere near as conservative as the typical online calculator that uses 0.500#/HR/HP and 80% DC. Yes, a very efficient combustion chamber design with a correct tune can get get to under 0.45BFSC, and you can push the duty cycle higher.

The question is not the calculation in my opinion, but how good the flywheel HP estimate is. Appears he assumed at least 500HP at the flywheel, then using the "bigger is better" approach, selected 42's.

I would agree that the ability to make 500HP is the part that is in question. There seems to be a very limited understanding of cam selection and how all the components work together.

 

What?

 

He seems too believe that the valves will get beat up because of the larger cam and smaller combustion chamber? If it doesn't make 500 hp then no big deal but at least im gonna have the injectors needed too support that and not have to buy another set later on.

 

I had not seen the checking PTV clearance comment before. Don't get me wrong it is always good to check, but the fact he is actually concerned about the outcome of the check is just one more red flag that says you screwup trusting this guy. He is way outside his comfort zone and you are paying the price.

 

I don't see any custom cam anything. Looks like the blind leading the blind in building a motor that's going to get smoked by a Nissan Altima with a decent driver. 2600rpm stalls, CCanything cam, PTV worries on .500 lift cams...is it 1998 yet?

Dwayne, continue to chip away, either he'll listen or have a nice truck motor.

OP: I think we told you this before. More read, less talk.

-Dustin-