[MotorHead_811]

My friend has a 78 t/a with a 455 6x4 heads ported to around 240 or more and is set up to run 1.65 rockers and compression around 9:5 maybe a little more. He was wanting to use the crowler 60919 or the comp xe284 the car also has a 350 2800 to 3000 stall with 342 gears out back. I told him to run the 60919 would the xe284 be any good compared to the 60919

[uforacing]

I have a XE284 sitting in the box (that I will never use) and there may be one in the 455 I just bought that is coming out. Want one? I have a 60919 ready to go in for the new motor.

I would stick an old 280 Magnum in a 455 before I would ever try another XE284 but that is just me. There are some that have had luck with the XE but I am not one of them.

Just my two cents.

[Danimal]

There are some that have had luck with the XE but I am not one of them.

Did you eat a lobe or did it run bad? what happened?

[mikeb]

Originally Posted by uforacing

I have a XE284 sitting in the box (that I will never use) and there may be one in the 455 I just bought that is coming out. Want one? I have a 60919 ready to go in for the new motor.

I would stick an old 280 Magnum in a 455 before I would ever try another XE284 but that is just me. There are some that have had luck with the XE but I am not one of them.

Just my two cents.

I ran in the 11s with a 280 magnum. Great little cam.

[Cliff R]

Without question I'd use the 60919 cam. I've observed several dyno tests with 455's and the XE284 camshaft with 230-240cfm iron heads. The cam has some serious "attitude", rumpity-rump, but did NOT deliver nearly the power numbers I thought it should have.

I still remember my first experience with that cam in a 455 with ported 7K3 heads, the first pull was 400hp and 490tq! This was at KRE waiting for the dyno to get free'd up so we could run one of our engines.

They worked with that engine all day long and finally hit 430hp and 499tq. Pretty disappointing, but not surprising to me these days after working with quite a few 455's with advanced lobe position cams, and short seat timing events (modern lobe profiles).

The long stroke engines can be "sensitive" to early intake closing points, specifically with relatively "small" camshafts. The XE284 is starting to show some decent off seat numbers, and fairs OK, but the longer duration 60919 cam will make more total power, and more average power in the same application, with peak power higher in the rpm range........Cliff

[Schoust]

I'm starting to believe that cam needs more air than 230/240 to be a serious runner. I made similar numbers with my 455 with that cam but have talked with others that have more air flow like 250/260 and they are in the low elevens and making a lot more power to. I hope to find out as soon as I can find a set of ported iron heads that is......

[Cliff R]

Also keep in mind that the static compression ratio becomes a player as we continue to increase the cam duration, overlap, etc. One can quickly slow a car down with a larger cam without a corresponding increase in the compression ratio of the engine.

455 street engines are pretty happy with cams in the 230 to 236 @ .050" range with moderate compression ratios. We've made over 500hp with 230 @ .050" cams and 600ft lbs torque. Easily enough power for strong 11 second runs at 3500-3800lbs race weight.

The cam we are currently running is listed below. Our previous engine had a SCR of 10.48 to 1, and a 230/242/112 cam. The new engine is at 10.99 to 1 SCR, with a 236/245/112 cam. Both engines run EXACTLY the same 60' times. Without the corresponding increase in SCR, the new engine would slow up some on the launch, not hitting the converter as hard and pulling quickly into the good power range.....Cliff