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022-024 is too loose if the correct lash is 016 or less. These lobe profile series had 0.016" lash or less [ some were 0.012" ]. And this is not a complete list.... - UD: NF series - Crane cams: TLF, F13, 4440, 4168, 4341, 4188, 481 - Isky: Magnum oval track. As I said in post # 18, you can...

Millions of engines used a thrust plate for cam retention & Loctite was not used on the bolts [ before LT was invented ]. And they had no problems.....

340, Doesn't matter if it is a roller or FT cam. Both types could use large lash....or tight lash.

RRR, Post #9. Loose can damage the valve train, so if lash is unknown, better to set tight. It will NOT cause damage to set to 012-014. Setting too tight, like 6 or 8, might cause burned exh valves because the valves are not seated long enough to transfer heat to the valve seats. Really only...

Turk, Post # 6 you said 0.032" was 'golden'. Make up your mind.

You can toast the brgs in less than 5 minutes. A buzzer gives you an INSTANT WARNING & allows you to shut down the engine in seconds, not minutes.

I have an oil pressure gauge [ standard in my car ] & I added an idiot light sender. A $2 buzzer is connected to the sender as an immediate, audible alarm. As AJ says, you cannot always be looking at your gauges.

Exh duration

The strength of the crank is not a concern? That is not what was said in post #81.

^^^^ Yup!

If the correct lash is unknown, then you certainly do NOT want to set lash at 028/032". Many modern grinds use 018 -020" lash. Ultradyne [ now Bullet ] use 016 lash. Setting lash way too large slams the lifter into the cam flanks, & not the clearance ramps as designed, shock wave to the valve...

Jon Kaase won the EMC using a cam that had less exh duration. I have been using these for over 20 yrs. Quite a few EMC entrants have used reverse pattern cams. You would not have seen that decades ago, but you see it now or lower ratio rockers on the exh.

How important is exh?

I doubt crank strength on Chrys cranks around the keyway would be an issue because they are so beefy. Look how small the crank nose is on a SB Chev, & only a 7/16" bolt.

Must have that prayer to Allah that did it.......

I would use a sol roller cam. After selecting the LSA & duration for your desired power range, I would then select lobes with as much lift as your valve train will operate with. Once lobe lift is known, pick a lobe series that has as much area under the curve to maximise the 'valve open' time of...

A lot of moisture in China....

...said that cams are generally being ground on LSAs that are too wide. I would say Jon Kaase took his advice, winning the EMC with a cam that had a 98* LSA, 92* ICL. I suspect what made DV think/look at tighter LSAs was the Morris Mini engine, with which he has had a lot of experience. Even the...

128 rule & the Hemi? DV has repeatedly stated that the 128 rule works for parallel valve heads with a 9 -10.5 CR. Better breathing heads like the 351C, BB Chev, Hemi, etc need to be bigger than 128. I believe he quotes 131.5 for the BB Chev. Similarly if CR is increased the 128 needs to be bigger.

...much more than that.... It tells you in crank degrees where max lift occurs. For a 106 LSA, it tells you that the intake valve is at max lift at 106* ATDC & the exh valve at max lift 106* BTDC. Max lift, & either side of it, has to be an important parameter, especially for the intake side...

There is a 30 min video that proves the 128 formula works, & proves it more than once. From memory, the video is called 'The Cattle dog garage'.

There is no guarantee that the cam 4* advanced is going to produce the desired power curve. Pick a number & bolt it up. Then dyno the engine if desired, & adv or ret the cam, to get the desired curve. Y' all think that the factories degreed each cam on the hundreds of millions of engines they built?

To meet emissions targets....

Lunati 340 roller cam: 318/328 adv duration; 640/651 valve lift; 279/282 @ 050; 026/028 lash. LSA is not provided, #RRI318-328 RRI. This is the only roller cam listed that has 640 lift.

Use the dyno from post #17. You will make 500 hp easily!

What I actually meant in post #8 but wrote it badly....is that for several decades Holley carbs worked fine with non-removable air bleeds....

I would cut the heads, not the intake......otherwise those heads heads are married to THAT intake. What happens with the intake if there is a divorce....

Sounds like, for whatever reason, the t/blades are open too far at idle which is causing the vac adv port to be operating at idle, adding timing. For 'whatever reason' could be a myriad of things such as a vac leak, very low compression etc.....

CFD, You need to remover the carb, turn it over, & make sure the gasket/spacer all the carb passages.

Increasing CR one point from 8.5 will produce more HP than increasing HP one point when at 11.5. With this cam, the power increase is hardly going to be felt through the mid range to whatever the top end will be. Where it will be felt is in better idle quality, more vacuum & more 'snap' when...