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Old 12-19-2011, 06:35 PM
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Opinions about this camshaft for my application

Hi all,

I just bought an '89 Camaro, currently powered by a 305 tbi engine. It has a 700R4 transmission and 2.73 rear gears. Through a trade I also acquired a 350 Target Master engine that I plan to put into the Camaro. First I would like to put a warmer cam into it to wake things up. I found a gentleman offering this new cam and lifters for sale for $50:

Lunati
Advertised Duration : 250/256
Duration @ .050 IN/EX : 207/213
Gross Valve lift IN/EX .437''/.454''
RPM Range: Idle-5000

It's a small cam, but with my gears and otherwise stock engine I thought it might be a good fit. My goal is to try to run some mid 14 second quarter mile times next summer with a minimal cash outlay. I also plan to put full length headers on the car, and I will be putting it on a diet--I hope to have it around 3400-3500 pounds with me in it. I'm afraid that this looks more like a low 15 second car with this recipe, but I wanted to know what others are thinking. Any ideas would be appreciated.

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Old 12-19-2011, 07:23 PM
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After re-reading my post I wanted to clarify--the new cam will be for the 350, not the 305. The 350 has 993 heads, stock cast iron 4-barrel intake and a Q-Jet carb. I believe the 350 to currently have the stock "929" Chevy cam in it.
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Old 12-19-2011, 07:32 PM
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I think you're being very reasonable wanting a cam with some bottom end grunt to pull that weight/rear gear combo. All too many times people pick a cam that's too big in hopes for better results
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Old 12-19-2011, 07:44 PM
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Depends on your static compression ratio. The 60100 cam closes the intake valve at 31.5 degrees ABDC @0.050" tappet lift. The KB calculator says that an 9.0:1 Static Compression Ratio will yield an 8.08:1 Dynamic Compression Ratio and that a 9.50:1 SCR will yield an 8.52:1 DCR. So, the SCR of your motor will determine if the cam will work or not. If the SCR is lower than 9.00, then the motor may be weak. If the SCR is higher than 9.50, the motor could detonate on low octane pump fuel, depending on several other factors.
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Old 12-19-2011, 07:55 PM
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Thanks for the info, guys. I suspect that the engine is in the neighborhood of 8.5:1 static compression ratio, but I don't know for sure. I've been doing some reading on head porting and thought I might try my hand at it (as a beginner I'll just remove casting flash and try to remove very little material), but pulling the heads will give me the opportunity to properly measure my CR.
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Old 12-19-2011, 08:09 PM
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Quote:
Originally Posted by TooSlow
Thanks for the info, guys. I suspect that the engine is in the neighborhood of 8.5:1 static compression ratio, but I don't know for sure. I've been doing some reading on head porting and thought I might try my hand at it (as a beginner I'll just remove casting flash and try to remove very little material), but pulling the heads will give me the opportunity to properly measure my CR.
I consider setting the squish equally as important as matching the cam to the SCR, so measure the gasket thickness and the piston deck height while you have it apart. For max detonation resistance, set the squish at between 0.035" and 0.045".
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Old 12-20-2011, 05:51 AM
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Techinspector, thanks for the quench info. I'll plan to check that as well while I have the heads off.

F-BIRD'88, are the 4.10 ring and pinion from an S-10 a direct swap into the Camaro rear? Regarding the heads, I have always heard that 305 heads flow much more poorly than even smog era 350 heads. Is this not the case, or do you think that the increase in compression from the small 305 chambers will make up for some loss of flow?

Thanks for your replies and assistance, guys!
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Old 12-20-2011, 06:11 PM
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Hey F-BIRD, that's great info, thanks. I like the comparison between the cam and a conductor... Think I'll work on getting a deep gear into the car first; I'll leave the 305 tbi engine alone until the gears are ready to roll and then work on the 350 engine swap.

Thanks again for all of the replies and assistance.
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Old 12-20-2011, 07:06 PM
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Quote:
Consider the camshaft the "conductor" of the orchestra (your car engine combo) It don;t matter how the conductor waves his arms around (camshaft)
if the orchestra does not know the tune.
I like that
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Old 12-20-2011, 08:27 PM
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sounds like a good cam for low compression, stock stall, and a 2.73 gear.
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Old 12-22-2011, 02:19 PM
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That TBI 305 has the swirl-port heads that make good boat anchors, but nothing else. You want casting number '081 as your first choice. Mostly used on TPI 305s.
Forget the 4.10:1 ratio, because it's just too much with the 700R-4's 3.06:1 first gear. Look for 3.73:1 gears instead.
To get your piston-to-head clearance around 0.040"-0.045", you'll need the FelPro steel-shim head gaskets. It's worth getting right.
That small VooDoo cam kit for $50 is a good deal, and will be fun up to 5000 RPM.
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Old 12-22-2011, 04:58 PM
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Too Slow,
Ever ported heads before? If not, forget the 305 heads. Would cost you $700 to have them ported to even come close to what stock Vortecs would give you power-wise. Many 350 head choices to go with over the 305 boat anchors. jmho
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Old 12-22-2011, 05:22 PM
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Isn't the 305 the one that had very small chamber heads? I remember a friend swapped 350 heads on one yrs ago and the 305 lost a lot of power. Later to find out that swap drastically killed the compression. If yes, be careful on head swapping
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Old 12-22-2011, 06:06 PM
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Quote:
Originally Posted by cool rockin daddy
Too Slow,
Ever ported heads before? If not, forget the 305 heads. Would cost you $700 to have them ported to even come close to what stock Vortecs would give you power-wise. Many 350 head choices to go with over the 305 boat anchors. jmho
Even virgin '416s will out-flow the GT40 heads that Ford used in the Lightning, and will be a cheap and easy upgrade over those 993 heads with a gain you can feel. Not all 305 heads are boat anchors. Only the swirl-ports
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Old 12-22-2011, 06:11 PM
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Quote:
Originally Posted by Groucho
Isn't the 305 the one that had very small chamber heads? I remember a friend swapped 350 heads on one yrs ago and the 305 lost a lot of power. Later to find out that swap drastically killed the compression. If yes, be careful on head swapping
True, but that engine really has 7.8:1 with GM's own 0.028", 10105117 head gaskets. FelPro steel-shims alone would bring that to 8.0:1, and shaving the heads 0.030" would still be a lame 8.5:1
Swapping to 58 cc 416 heads from an early-mid '80s 305, with the FelPros, gives a not-excessive 9.55:1. And the improved combustion efficiency of the 081 heads fully offsets the loss of 3 cc if you also reduce the spark advance by 1-2 degrees.
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