maybe my cam is a 109?
something is funny about it the @50 is high but the advertised is low in comparison?
LSA 105 + 4?(says that on the card)
255 @50-290 .537 (.572 w/1.6)
265 @50-298 .556
Maybe im reading this thing wrong? I dont doubt anything you guys are saying there is no way I'm just discovering something new that works great as many years as people have been hot rodding and as much money as people "with money" have invested into r&d
im going in the wrong direction! Its almost funny to think about my combo my self! Hey seriously am i reading my cam card wrong?
IVO 23
TDC overlap 51
EVC 28
EVO 58
IVC 53

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692 hp 13.23 @ 132 and dropping
believe it or not no nitrous or blower!

I do agree with everyone, someone look at these specs and tell me what they think this cam should be in?
(dont say the trash!)

http://smileys.smileycentral.com/cat/4/4_1_72.gif

692 HP huh and 13.2 @ 132 ??? . . .

Seriously though. Your cam needs to be 256/266 ADVERTISED with a 105* LSA on a 105* ICL to make the 23*IVO/53*IVC and 58*EVO/28*EVC timing and 51* overlap you list. Even if all the specs you list are for .050" lift then those 255/265 numbers are still a degree off.

If you actually have a time slip please post all the incrementals for us skeptics http://www.nastyz28.com/ubb/wink.gif

[This message has been edited by Eric68 (edited January 08, 2005).]

I havent run 1/4 yet i need to get these 4.10 gears out and run at fayettville i did get 3.73 and 3.42 for christmas this time slip was stalling at 2,200/shifting at 5,600
i know it will run faster

http://www.supermotors.org/getfile/162771/fullsize/December%205,%202004%20(4).jpg

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692 hp 13.23 @ 132 and dropping
believe it or not no nitrous or blower!

It's as you've said:
255/265/105

A little trip through EA3.0 using untouched 186 heads with the cam installed at 101 says you should be running 1.53 60', 7.11 @ 95.5 in the 1/8 and 11.31 @ 116 in the quarter.

are you kidding me?

It calculates out to 256/266 duration @.050. Ran your motor through EA Pro with 11:1 compression single plane, 650 carb decent exhaust amd got around 372 HP @ 5500. It dies after that. I based the cylinder head off a 462 with intake flow curve topping off at 212 cfm @ .500 and exhaust of 134 @ .500.

I substituted a typical aggresive hyd flat tappet grind with 240/246 @.050 with .507 and .510 I/E installed at 110 LDA and peaked the same with torque under the peak up by 30 @ 3000 and 25 @ 4500. In other words it would be faster.

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70 SS 454 CI Dynoed 684 HP, 702 TQ All Aluminium Fuel Injected Small Block , plus 200 - 500 HP NX nitrous system.

I lost 20 HP with the 186 so I gave the benefit of the doubt.

They are 186 home pocket ported and gasket matched 11.2 compression, 850 carb, it pulls good to about 6100-6200

[This message has been edited by Mwilson (edited January 08, 2005).]

[This message has been edited by Mwilson (edited January 08, 2005).]

Like Rick and other said, those are ALL 050 duration numbers. They don't make any sense otherwise.

You either need better heads or a smaller cam. The pocket-ported 186s and a cam that big are a mismatch. The heads can't flow enough to keep up with the cam in the upper RPMs.

I would think i need a smaller cam too however i have tried MANY by MANY manufacturers, crane,comp,crower,e-brock,summit,lunati and this one runs the fastest by far! That is the only fact in this entire equation?

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262 hp with only one stage of nitrous!15.23 @ 87 and dropping

judging by the 60' times and full vehicle weight(3800lbs??), I wonder if Wilson's converter isn't really flash stalling to 4500+ and hitting hard..

Like you said Wilson, you seem to have found something that works against all odds, but if it ain't broke - don't fix it.

Couple questions though,
Were these times with the 3.42 or 4.10 gears?
IS the cam installed straight up or advanced?

installed strait up
it really flashes just below 4000
and that was 4.10,
but it ran the same time before with 3.42 or 4.10 i think it is because the 3.42 28" tire crossed the lights at 6000 +/-(2nd) and the 4.10 crosses at 5,400 +/-(3rd)
Iwould think my weight is closer to 3500 lbs
the only thing missing is fender wells and sway bar

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262 hp with only one stage of nitrous!15.23 @ 87 and dropping

[This message has been edited by Mwilson (edited January 08, 2005).]

I think you're just screwing with all of us with your sig Wilson . . . LOL We're back to 15's @ 87 . . . hahaha

According to your time slip, a 7.59 @ 89.5 ought to be right about an 11.9 @ 112-114 MPH. That actually is pretty awesome with stock 186 heads.

Leave the cam alone . . . and yes those specs are probably ALL at .050 like Damon said . . .

BTW the +4 means the cam is ground with 4 degrees of advance into it

Assuming the car can pull through the entire 1/4 mile, the conversion works out to 11.92. Not always will the conversion work exactly right, but it's usually reasonably close if the 60' times are near optimum.

Maybe on the 1/8th mile, your combo is optimized with that camshaft. But on a 1/4 mile track it's possible the car would be quicker with less cam as Damon posted, and a bit wider spread in the LSA. The only way to know is to race on a 1/4 mile, but since you don't it appears you have it optimized for the 1/8th.

Those times are not bad for a 350 with ported 186 heads and a 4.10 gear, but it took a huge cam to do it, and many guys would probably not appreciate the tuning hassles that come with that large a cam on that tight a lobe sep angle in their street car.

If you can make that large a camshaft on a tight 105 LSA create enough vacuum for fully functioning power brakes, I would like to know how. I run a Comp solid 306S with 260 degrees @ 0.050" on a 110 LSA, and I have barely enough vacuum for one shot at the brakes when street driving. I run a 2800-3000 converter like you, and a 4.10 gear and it's a large cube small block at 413 ci. So I guess what I'm asking is - just what do you consider to be enough manifold vacuum to run your power brakes?

I noticed in one of the videos on your site that you had a problem stopping your car when you first fired it up and put it in gear. In fact you had to hit the brakes a few times to get it to stop and then backed up towards the camera.

Have you ever checked your manifold vacuum at an idle? I would be curious as to what it is.



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'Silver Bullet' 1977 Z-28 413" SB
11.73 @ 115.10 on drag radials
Old Vortec combo:
12.15 @ 110.52

Actually my breaks work very well, Im used to diving my new work truck during the day so when i get in the car i notice everything and if it doesn't handle and ride as close to new as possible something has to go!
My car had manual brakes i just installed the new booster, master cyclinder, calipers, lines, shoes, pads everything before i did all that the pedal was hard as a brick?
The breaks do actually work good i cant explain it the guy at howards told me i would need a vacumme canister but i didn't see any difference from any other cam ive tried? Will compression or initial timming or anything else affect vacumme?
I have run 3.42 for years, the 4.10 are just filling the hole til i get my new gears installed i hate driving 4.10 on the street i couldn't take the interstate if i wanted to
the nearest 1/4 mile track is 1 hour and 15 min. away and the 1/8 mile track is a 4.10 friendly 35 min!In the video i was just playin with it i wasn't struggling to stop it No i havent checked the vacumme at idle ill borrow a gauge and check it but i have run 6.5 and 8.5 power valves in the front of the carb with no problem?
It has 78 jets front with pvalve and 87 rear
with pvalve block off, i know that p valve would open if i didnt have decent vaccume and
the 6.5 comes standard for a stock motor if im not mistaken?
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262 hp with only one stage of nitrous!15.23 @ 87 and dropping


[This message has been edited by Mwilson (edited January 08, 2005).]

I wonder if my stock fuel pump isgetting it done i wonder if my MPH would go up with more pressure?

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262 hp with only one stage of nitrous!15.23 @ 87 and dropping