quote:

Originally posted by Woody B:
5cc difference in the chamber is a BUNCH.....but if I'm reading right, were the gaskets thinner with the larger chambers? If the team G intake isn't heavily modified it's acting as a governor too.

Nope, thin gaskets with the small chambers were the original set.
Team G should be plenty to support the measly 525-530 HP I was looking for. I guess I could put my Victor Jr. back on it. ?

quote:

You could've decked on the converter, and saved a trip to track and your racing fuel.

I did, and I knew, but I went anyway.

quote:

Put a camshaft in it now 700 - 270's 106, and deck it. Watch what happens.

You've entirely lost the focus of the thread.

I'll not regret the purchase of the AFR's at this time, for my next 406 engine.
I replaced a set of damaged Brodix -8SP heads for my "stock", with those.

I'm actually wondering if the cam I put in is the one I thought I bought?
The only thing this thing has responded to was lowering the shift RPM.
I may run a lobe lift check on it.

This Malibu went 6.28 108mph with it 100 degree's in the shade n/a, with AFR 220's. Bo Laws dominator carb.

It's a factory condition Malibu with a front and back seat delete. Roll up windows all steel not a gut box at all.

On bias tires too, not radials.

It has radials in this picture but it had bias tires on it in Orlando when it went 6.28 in the HEAT.

It runs exceptional in comparison to similar 23 degree sbc combo's I've seen, with out of the box cylinder heads.

wonder what it would run like if it had the AFR eliminater intake on it?

quote:

Originally posted by Footloose:
wonder what it would run like if it had the AFR eliminater intake on it?

Dunno, but I may put my Victor Jr. on it, since that won't cost more than a pair of gaskets....
But I don't see it picking up .3 and 3-4 MPH.

Who knows, apparently I've been wrong at every step on this build.

quote:

Originally posted by Goob:


Who knows, apparently I've been wrong at every step on this build.

Your not the first nor will you be the last. I have found that convertor, cam and rear gear combination is where ET sits. I went from a 496 to 548, same rear gear and convertor, went from 5.90's to high 70's, put a different convertor in it and went into the high 5.40's, picked up .08 in the 60Ft. The convertor I put in was tighter than the one I took out but still crossed finish line at the same RPM !!

quote:

Originally posted by The Bozman:

quote:

Originally posted by Goob:


Who knows, apparently I've been wrong at every step on this build.

Your not the first nor will you be the last. I have found that convertor, cam and rear gear combination is where ET sits. I went from a 496 to 548, same rear gear and convertor, went from 5.90's to high 70's, put a different convertor in it and went into the high 5.40's, picked up .08 in the 60Ft. The convertor I put in was tighter than the one I took out but still crossed finish line at the same RPM !!

But I've done all that stuff and more, and gotten NO change. (gears, converters, heads)

The only thing it responded to was lowering the shift RPM.

My entire engine inventory is such, and my history has been, that no matter which engine / trans / converter / gear combination I ran, the car always ran the same ET/MPH. (within a tenth or so)
I even had a 355 engine that outperformed this engine.

Oh, and a 2000 ft.+ variation in DA

Nothing...

I'm puzzled.

quote:

Originally posted by Goob:
I'm actually wondering if the cam I put in is the one I thought I bought?
The only thing this thing has responded to was lowering the shift RPM.
I may run a lobe lift check on it.

Certainly free to check. Easy to double check where the cam is installed too. Maybe retard the cam some if you have p to v clearance?

quote:

Originally posted by Goob:

quote:

Originally posted by The Bozman:

quote:

Originally posted by Goob:


Who knows, apparently I've been wrong at every step on this build.

Your not the first nor will you be the last. I have found that convertor, cam and rear gear combination is where ET sits. I went from a 496 to 548, same rear gear and convertor, went from 5.90's to high 70's, put a different convertor in it and went into the high 5.40's, picked up .08 in the 60Ft. The convertor I put in was tighter than the one I took out but still crossed finish line at the same RPM !!

But I've done all that stuff and more, and gotten NO change. (gears, converters, heads)

The only thing it responded to was lowering the shift RPM.

My entire engine inventory is such, and my history has been, that no matter which engine / trans / converter / gear combination I ran, the car always ran the same ET/MPH. (within a tenth or so)
I even had a 355 engine that outperformed this engine.

Oh, and a 2000 ft.+ variation in DA

Nothing...

I'm puzzled.

I can think of a good cam, if you decide to go back to a 355 cid.

.570"/.590" 266/274 106 LSA 7/4 swap

Goob the AFR intake might be my next new one. If you have to lower your shift point then you might need an RPM dual plane. Thats what I run up to 6800 rpm. Maybe try a 4 hole spacer under your carb. If you can not get it faster just see how many win lights it makes while figuring it out.

quote:

Originally posted by Bucky:

quote:

Originally posted by Goob:
I'm actually wondering if the cam I put in is the one I thought I bought?
The only thing this thing has responded to was lowering the shift RPM.
I may run a lobe lift check on it.

Certainly free to check. Easy to double check where the cam is installed too. Maybe retard the cam some if you have p to v clearance?

Lift checked in as advertised.
It's installed 2 degrees retarded.

quote:

I can think of a good cam, if you decide to go back to a 355 cid.

.570"/.590" 266/274 106 LSA 7/4 swap

That's the cam I bought.

Okay so the Saturday quicky test revealed to me that it might be lean, so I upped the jetting and the AFR heads are happy now. Plugs were way too pretty for my engine.

Way back I had installed a Dr. Gas X-pipe and had to lean the carburetor out a bunch, after the head swap I left the X-pipe off.

Brought my shift points back up to 6500 and went 6.71 @ 100 and 10.64 @ 124, still might be a little left in it, but I'll race it now and see where it's at. Pulls well to 6800+
Gained a little on the converter stall, but not much.
At least it's in the ball park I expected to play in now.

So it all makes sense in the end, the Bowtie heads aren't very good.

Now to get my spragless converter and 4.11's back in it....before next spring.

700 ft. D/A, .320 V/P
6.63 @ 101, 1.40 60'

Hitting the converter (dyno) just about 50 RPM short of previous engines.

Still looking to refine the shift points to see what it really likes.
I can live with it now.

-160 ft. D/A, .190 V.P., 42 degrees
6.58 @ 100 dropped early, 1.37 60'

Now it's acting like one of my engines...

So, next we reverse the converter and gear changes and all will be right with the world, just in time to switch engines again....

quote:

Lift checked in as advertised.
It's installed 2 degrees retarded.

why is the cam retarded,i would tnink straight up or 2 advanced

quote:

Originally posted by rusty:

quote:

Lift checked in as advertised.
It's installed 2 degrees retarded.

why is the cam retarded,i would tnink straight up or 2 advanced

I'm always looking to trade some ET for MPH...
Since I don't have anything with a target RPM range under 5000, I usually just retard it 2-4 degrees.