small block 360 cam selection

Wyrmrider said
no 268 anything, no 270
his build and what he wants
why keep suggesting big cams
let's see the compression but we know what it's going to be
no matter what converter he needs big fat torque curve
he can afford to give up no grunt on the lower end with those gears and tires
you note the 250 lunati has about the same lift as the 268 or 270 comp but closing the intake 10 degrees earlier makes a lot of difference
the 256 howards closes the intake within degree of the lunati as it is on a narrower LCA
256 comp is a girlie cam
the lunati and especially the Howrds require careful attention to detail- but then they all do

cylinder pressure changes about 1.5psi per degree Ica; so 10 degrees later is about 15psi. On an engine that currently cranks 145, the new cam will crank close to 130psi, which in my view with a 2600TC is gonna be a bit,scratch that, a lot lazy until around 3500rpm, which with 3.55s and 27s is 31mph.
To get rid of that laziness you got one choice which is more static compression ratio.
Or you can just get a higher stall TC, and not operate in that soft zone.
However, the TC does not solve the laziness afterwards. Without matching Dcr, it will still be lazier than it would be with the correct pressure. Thankfully, at the power peak the laziness is down to perhaps 4% powerloss. On a 300hp engine, that is ~12hp or ~ one cam size,lol.
Like WormRider said

Wyrmrider said
imho choppy idle and power curve does not compute with a low compression motor

And post 15 is just chock full of great remarks

yellow rose said
If the OP wants a 2500 converter than that's ok. But when I see what he's doing that pops up as a big red flag. The car is heavy, has a fairly tall gear and isn't making a bunch of torque. So handicap it with no converter and then buy a cam to try and cover that up. Then it will be a ***** to get the tune up correct so it doesn't rattle its brains out trying to get it to move, and every time you get to tip in it does the same.
So you retard the timing (power loss) and then to get the rattle out at tip in you end up unplugging the vacuum advance (another power loss and the fuel mileage goes straight in the crapper) and where did the OP end up? With a confused, hard to tune, no fun to drive fuel gulping pig.

The bottom line is this; It's all about the combo; everything is connected to everything else