Engines with lack bottom end power?

273 said
I got roller 210/220 .500 112 something like that pretty similar the the one Richard Holdener got 350hp out of a 5.9l his was something like, 212/218 ,480 114.

Didn't have too many choices when I bought it

Ok, I think right here is part of the problem. Let's look at thiis cam in terms of advertised duration. Assuming it's a hydraulic roller, the acceleration ramps of those can be pretty stinking long. Typically it might be 53* less at advertised than at .050 and that would make her a 210+53=263 advertised.
Lets call it a 262/272/112, cuz that is a common size.
Now lets install it at split overlap, and compute the rest of the events.
I get 43* of overlap, so lets give 22 to the intake side and 23 to the exhaust side making the Installed centerline to be, 109*. Therefore 360+22=382 total degrees assigned to intake plus compression. And we know that the intake is 262, so that leaves 382 less 262=110 for compression, and that makes the Ica to be; 180 less 110=70 effing degrees.
on the exhaust side the total available is 360+23=383, and 272 is exhaust, leaving 383 -272=111 for power extraction. So lets put it all together:
262int/110comp/111power/272exh/43overlap/ Ica of 70*

Ok next let's install it into a 5.9M and see what happens to the pressure.
At 9.2Scr with the 70* Ica, the pressure is predicted (by the Wallace Calculator) to be 135psi at 600ft elevation. And the V/P is predicted to be 108, which is pretty doggy.
Let's boost the Scr:
first to 9.7, with no other changes, the pressure is predicted to rise to 145psi and the V/P to 115 which is still in the lazy dog arena.
Let's try 10.2; the pressure goes to 155psi, with a V/P of 123. Ok now, at 123V/P, it is feeling like a stock 5.2M
Let's try 10.7; and I get 165psi at a V/P of 131, oh man, still too lazy for me.
>Let's go back to 9.2Scr and mess with the Ica. First lets review from above; 9.2 is 135psi, V/P of 108.
Let's advance the cam to get an Ica of 67*. Ok, the Wallace predicts, still at 600ft elevation, 140psi@ V/P of 115. Let's advance the Ica again, to 63*; I get 146psi, V/P of 123 ; This is back to 5.2M territory. And finally, at 60* Ica, we get 150psi @130V/P

Ok then, neither changing the Ica, nor bumping the Scr is getting us anything good.
So Lets grab a different roller, a fast rate of lift on a 107 Lsa.
I chose a 258/264/107; with 48* ramps, this is the same [email protected] but the exhaust is now [email protected] and the overlap is boosted to 47*(from 43*). This will make or should make, a lil more power than the 210/220 cam.
At split overlap, the Installed centerline will be 106, which makes the Ica to be 55 measly degrees.
Alrightee lets work the Wallace!
Immediately, still at 600ft, and back at 9.2Scr, the pressure jumps to 156psi@ V/P of 141 !! Remember, the engine has NOT been changed at all, just the Ica of the cam.
Ok just for fun, lets pump the pressure to 165psi and see what Scr that will take. I get 9.6Scr and the V/P has jumped to 149 a very respectable number.

>>This entire post is about manipulating the low-rpm cylinder pressure. We went from a dog @108V/P at low-rpm; to being a roaring lion @ 149 V/P, still at sub-3600 rpm or so. And we began with a cam of 210/220/112, and ended with a cam of 210/218/107,
Finally lets recalculate the other events using this new smaller cam. I get
258 int/125 comp/119 power/264 exhaust/47* overlap/ Ica of 55*
Compare that to your 210/220;
262 int/110 comp/111 power/272 exhaust/43* overlap/ Ica of 70
so the power by the .050 numbers is gonna be the ~same; 210 versus 210. But with headers and the difference in lobe-separation angle; the extra 3* of overlap on the 107* cam will put a tiny little bump on the power curve; that is a bonus.
Now, if you have alloy heads on that 5.9, then you can pump the pressure up to 185psi or so. Going back to your 210/220/112 cam with an Ica of 70*, this will take an Scr of ..... wait for it ......... ~11.8, for a V/P of 148, hahhaha, lol . Sorry, I just found it funny how much pressure that 112* roller is giving away......

And double finally, all this talk of V/P, is for rpms less than about 3000>3600. If you have a 3600 stall, then it is senseless to talk about V/P.
But if you have a clutch, or a 2000 stall Convertor, it is almost extremely important.

Read about V/P here ;
http://victorylibrary.com/mopar/cam-tech-c.htm