picking a cam

[draginmopars]

70 dart-specs( track only) 1/8 mile

has 3.91 now, (maybe back to the 3.55)
245/60-14 (later tubs/15" wheels, tires- ?)

727 trans- 4200 converter

340- Indy 360-1 heads/Intake
950hp (E-85)
14-1 comp
449 C. I.

Cam
RX296S-R6
106* LSA
263/270 @ 50
.649/.651 lift

or

GRIND CRA296/307R110+4
MASTERS R15 R19
110* LSA
DUR @ .050 263/271
LIFT .626/.626
INT C/L 106

heads are set for .650 lift
I can't decide on LSA
second cam has more LSA, but less lift


any thoughts, Or does anyone recommend a different set up

Thanks
Howard and Gayle

 

[OldmanRick]

Is this a new build or just a cam upgrade, just curious.....

Regardless, that engine is gonna make monsterous torque. Since your running the 1/8th with what I would consider a moderate "track only" converter, I think i'd lean toward the 106lsa and just pound that upper mid-range as hard as possible.

Just one thought of many possible scenarios....

 

[draginmopars]

Is this a new build or just a cam upgrade, just curious.....

Regardless, that engine is gonna make monsterous torque. Since your running the 1/8th with what I would consider a moderate "track only" converter, I think i'd lean toward the 106lsa and just pound that upper mid-range as hard as possible.

Just one thought of many possible scenarios....

Thanks

New build/ waiting on heads

thoughts were torque vs RPM

build a torque monster

was told, strokers like more LSA, to breathe

The converter, is something I already had..
sits on the line at 3700 (acts like neutral) then slams the tires at 4100/4200

these cam spec say 4200-7100 range

We will NEVER go over 6200

4.250 stroke

we don't need all out, high rpm, can it do it sure, but, we are just out there to have "FUN"

want it to last a lot of passes, instead, of screaming, (high RPM) every pass

 

[roccodart440]

I'd go with more lift. That should be a nasty little setup.

 

[draginmopars]

I'd go with more lift. That should be a nasty little setup.

thanks

wanted to add that

we have been just testing the trans

changing the governor weights

short shift 1st (4500)
hit second at 60ft (5000)
into 3rd
using, torque the rest of the way :burnout:


We can also order a custom grind...

use the .649/.651 lift
add the 110* LSA

 

[tubtar]

14:1 on I am assuming a 59 degree motor ? Your( and if you're this involved , I am probably not giving you any news ) gonna want the best head gasket you can find and stud that deck. That is squeezing it pretty good for ten bolts.
A really good read here......
http://www.popularhotrodding.com/tech/0607phr_camshaft_basics/viewall.html

I am thinking it may like the tighter angle since it is a strip only motor.......it will have a narrower power band , but stronger through the mid to top.

 

[skrews]

Call Bullet Cams.

 

[draginmopars]

14:1 on I am assuming a 59 degree motor ? Your( and if you're this involved , I am probably not giving you any news ) gonna want the best head gasket you can find and stud that deck. That is squeezing it pretty good for ten bolts.
A really good read here......
http://www.popularhotrodding.com/tech/0607phr_camshaft_basics/viewall.html

I am thinking it may like the tighter angle since it is a strip only motor.......it will have a narrower power band , but stronger through the mid to top.

Thats why I come here to ask, I read,read,read,, get More confused
looking for real world experiences/set up

without doing some more machining/changing pistons, was looking at larger LSA to kill some comp.
plus, on E-85 will need less timing
here's a chart, i was looking at

EFFECTS OF CHANGING LOBE SEPERATION ANGLE (LSA)

Tighten (smaller LSA number)

Moves Torque to Lower RPM
Increases Maximum Torque
Narrow Power band
Builds Higher Cylinder Pressure
Increase Chance of Engine Knock
Increase Cranking Compression
Increase Effective Compression
Idle Vacuum is Reduced Idle
Idle Quality Suffers
Open Valve-Overlap Increases
Closed Valve-Overlap Increases
Natural EGR Effect Increases
Decreases Piston-to-Valve Clearance


Widen (larger LSA number)

Raise Torque to Higher RPM
Reduces Maximum Torque
Broadens Power Band
Reduce Maximum Cylinder Pressure
Decrease Chance of Engine Knock
Decrease Cranking Compression
Decrease Effective Compression
Vacuum is Increased
Idle Quality Improves
Closed Valve-Overlap Decreases
Natural EGR Effect is Reduced
increases Piston-to-Valve Clearance



skrews- the 2nd cam spec listed IS a bullet cam, they recomended