[scooter1966]

Originally Posted by steverino

Funny, when calling the "tech line" at comp for cam selection advice, I had that "cubicle" feeling after hanging up

Obviously a popular topic here, lots of good info and shared experience , including that last link to more great experience shared by Jim Hand

I also feel that it's two different worlds between HR and HFT cams, and don't see myself considering the HR route anytime soon , so am focusing on the HFT info

I am also uncertain if I'd like the Rhoades lifters (restored stock looking gto convert), but I'd really like to hear them in person if there's anyone in central/eastern MA , southern NH that is running them ? Maybe I could catch up with them at an event somewhere over the summer

On the other hand, (and seemingly supported by that last Jim Hand article linked), I may not absolutely need the variable lifters if I were to switch to an 041 style cam, since I have a manual trans and manual brakes ? (currently I have 14" vac @ idle)

So I'm also wondering if anyone uses an 041 in a 455 with standard lifters , and with 1.65 or 1.5 rockers ?

I guess at 9.4 I could use an 041 cam, but if I wasn't planning to try the Rhoades lifters, what option might I have ?

It's obvious that the Rhoades with certain cams (041 etc) are a proven performer, but what about HFT options with standard lifters ?

My current "plan B" (if dissatisfied with the xe274), was/is the crower 60243 , but I'm not sure how much of a difference I would experience or if it would be worth it

Here is my experience with the XE274 cam. Engine is a 455 40 over, 1.65 rockers, 6X heads that have been milled 20. Compression is at 9.2.The heads got the Jim Hand porting at home, but I only did the bowl work and did not touch the ports. 32 deg total timing all in at 3k. Th350, Continental "J.Hand" converter with 3.89 rear. 750 Holley on a Torker 2. 275/50/15 MT drag radials. Weight of the car is 3880 and ran a 13.04 in the 1/4 when launching at 1800. with a 1.8 60 ft. I'm sure i can get a better 60ft.

[grivera]

Originally Posted by scooter1966

Here is my experience with the XE274 cam. Engine is a 455 40 over, 1.65 rockers, 6X heads that have been milled 20. Compression is at 9.2.The heads got the Jim Hand porting at home, but I only did the bowl work and did not touch the ports. 32 deg total timing all in at 3k. Th350, Continental "J.Hand" converter with 3.89 rear. 750 Holley on a Torker 2. 275/50/15 MT drag radials. Weight of the car is 3880 and ran a 13.04 in the 1/4 when launching at 1800. with a 1.8 60 ft. I'm sure i can get a better 60ft.

Mikes455Wagon went 11.7's with the XE274 and unported 62's

[Bentwheelbob]

Here's a stump puller combo...

It's in a stroked W72 for my 1978 Y88 Trans Am The engine is built to look completely stock with correct XX block, 6X heads, stock cast iron 10003395 intake, and correct 17056263 quadrajet. Len Williams provided the stroked short block XX, and Dave at SD Performance provided his full package 6X heads, the CNC'd and polished intake, and his Stump Puller cam. Cliff provided his top line rebuild kit spec'd for the engine and it proved dead nuts on. The lifters are PRW 1.52 rollers.

Yesterday morning it landed at Kauffman Racing to get broken in and dyno'd. Everything went great with no meaningful drama other than a small water pump leak and stuck thermostat. It came to life after the second bump and I am really pleased with the numbers and lack of issues that were encountered. They recorded peak HP of 474 at 5100 rpm on the 6th pull, and peak torque of 549 at 3600 rpm on the 5th pull.

[scooter1966]

Originally Posted by Bentwheelbob

Here's a stump puller combo...

It's in a stroked W72 for my 1978 Y88 Trans Am The engine is built to look completely stock with correct XX block, 6X heads, stock cast iron 10003395 intake, and correct 17056263 quadrajet. Len Williams provided the stroked short block XX, and Dave at SD Performance provided his full package 6X heads, the CNC'd and polished intake, and his Stump Puller cam. Cliff provided his top line rebuild kit spec'd for the engine and it proved dead nuts on. The lifters are PRW 1.52 rollers.

Yesterday morning it landed at Kauffman Racing to get broken in and dyno'd. Everything went great with no meaningful drama other than a small water pump leak and stuck thermostat. It came to life after the second bump and I am really pleased with the numbers and lack of issues that were encountered. They recorded peak HP of 474 at 5100 rpm on the 6th pull, and peak torque of 549 at 3600 rpm on the 5th pull.

Not to go off subject, but why is the A/F L1 very different than the A/F L2?

[grivera]

Originally Posted by 72LuxuryLeMansLa.

You want to define "big turd" for us? According to SD Performance "In a recent dyno test this cam installed in a 464ci engine with 9.5 to 1 compression, a set of our 250-260cfm CNC ported #11 cast iron heads, CNC ported cast iron Q-jet intake and a prepped Q-jet carb made 503hp and 575+ lb/ft of torque on 91 octane."

In my world 575lb/ft and 503HP does not equate to a "big turd" but is a respectable car. WE ARE in the street section after all.

Originally Posted by Bentwheelbob

Here's a stump puller combo...

It's in a stroked W72 for my 1978 Y88 Trans Am The engine is built to look completely stock with correct XX block, 6X heads, stock cast iron 10003395 intake, and correct 17056263 quadrajet. Len Williams provided the stroked short block XX, and Dave at SD Performance provided his full package 6X heads, the CNC'd and polished intake, and his Stump Puller cam. Cliff provided his top line rebuild kit spec'd for the engine and it proved dead nuts on. The lifters are PRW 1.52 rollers.

Yesterday morning it landed at Kauffman Racing to get broken in and dyno'd. Everything went great with no meaningful drama other than a small water pump leak and stuck thermostat. It came to life after the second bump and I am really pleased with the numbers and lack of issues that were encountered. They recorded peak HP of 474 at 5100 rpm on the 6th pull, and peak torque of 549 at 3600 rpm on the 5th pull.

I'm running the same cam so I'm glad to see your results. I am curious as to why it's down on power compared to the SD test...474 hp/549 tq vs 503 hp /575 tq

[Cliff R]

Most likely just not on the same dyno. KRE's dyno tends to be a bit "conservative", but when we remove the engines from the dyno and put them in a vehicle set up to effectively use the power, they ALWAYS deliver excellent results at the track....FWIW......Cliff

[screamingchief]

Originally Posted by ponyakr

What about the 744 RA3 stick cam. I've heard at least one guy really badmouth this cam.

Sigh...

I know I'm that "one guy",I even remember when & where that happened,but FYI Don I did'nt badmouth that 744 cam @ all,That's just how you reacted to being told something you did'nt already know.

See,the problem lies with the fact that you were recommending using that 744 cam to guys and telling them they could use "stock" valvesprings and pressed in studs and such,and all I did is inform you and anyone reading that thread @ PSP that was a bad idea,as even the factory used stiffer springs and screw in studs as SOP due to that specific cams lobe design and it's known tendency of being hard on valvetrain pieces.

That 744 cam has a lengthly background story that apparently you have no idea about.

You gotta stop being so hyper-sensitive to things like this Don.

I'm sure you're gonna wanna climb up on the cross after this post too...

But there's no valid reason for you react like that,as I harbor absolutely zero animosity towards you Don,I just like to see good info being passed along on these forums,and as such I will readily correct any subpar info being passed along as gospel,I do such just to help those other folks that dont know any better than to trust said subpar info/advice.

Have a nice day.

Bret P.

[ponyakr]

I just thought of a couple of more questions on the 744/2802 cams. Even tho the 2802 has a lot more lift, can it get by with less spring pressure than the 744, because of having a smoother profile, rather than the "bullnose" lobe, as someone described it ?

I assume this "bullnose" is similar to the NHRA Stocker grind profiles, just not as pronounced. Is this correct ?

What exactly was the higher spring pressures that Pontiac used on the RA3 and SD455 engines, with this 744 grind cam ?

The popular spring for many Pontiacs seems to be the Crower 68404's. So are these springs strong enuff for a 744 grind, or will it take something stronger ? Will they work on the 2802 ?

http://www.summitracing.com/parts/cr...3wrBoCKazw_wcB