HOW TO: EASY & CHEAP SBC CAM UPGRADE-DO THEY WORK?
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- čas přidán 14. 04. 2021
- DUAL 350 SBC FLAT-TAPPET CAM TEST, HOW MUCH POWER? 2 MOTORS, SAME CAM-DIFFERENT GAINS, BUT WHY? CHECK OUT THIS VIDEO WERE I TESTED THE SAME COMP XE268H (HYDRAULIC FLAT-TAPPET) CAM ON TWO DIFFERENT 350 SMALL BLOCK TEST MOTORS. TEST MOTOR 1 WAS A JUNKYARD VORTEC 350, TEST MOTOR 2 WAS A REBUILT, 4-BOLT 350 WITH FORGED INTERNALS AND ALUM HEADS. WE RAN THE SAME TWO CAMS, STOCK VS COMP XE268H,
ON BOTH COMBINATIONS, WITH DIFFERENT RESULTS-HERE'S WHY!! - Auta a dopravní prostředky
Shows the old sbc is still relevant and the best bang for the buck engine
I think that depends. I'd argue a 6.0L LS with LS2 cam might be a better deal, although this may not be true for areas like the south where they're costly.
Truth is if starting from scratch building a combo the cost is very much the same. The ls gets the nod simply because they can be bought cheap at a junkyard. Build either new starting with block, crank build and you may even find the ls actually costs a little more. I do agree that a junkyard 6.0 ls is a lot to start with especially considering the efi pieces they have from the factory
Swaps are always more expensive than hopping up the original ... 400hp is easy on the SBC with the right parts .. 350hp on an SBC is a cam swap away. "LS swap it" guys are normally those without any idea how to make power.. or the real cost of total parts used during a non original motor swap. LS gonna bolt up to your current trans? How about electronics for the LS? A 268 to 280 cam and a set of 200cc EQ heads for the SBC are under $1000.. and you're blasting past the 400hp mark without renting a cherry picker or an aching wallet.
@@granbordeaux6955 I mean... if you get a 5.3l with a wiring harness for less than $500, hop online and find a standalone harness diagram and thin the stock harness yourself, then pay someone to remove the vts off the computer and upload a free tune off sloppy wiki and then throw in a sloppy cam for $200 you could have only a little over $1000 in a newer more efficient engine with more power potential than a 350... If you have a sbc or bbc the LS takes a $50 adapter to go to a stock automatic th350/th400/700r4 and then a throttle cable...
@@TheRyancamaro A harness needs a controller. An Engine needs front end accessories, transmission adapter, exhaust will be in different location - won't bolt up. There will be a dozen to 20 addendums to spend money on. Your used LS will likely have 200k miles on it. I can replace heads, cam, intake with the motor in the car.. to the original transmission/no adapter. No cherry picker to rent/buy. LS engines have 15 degree valve angle archetecture .. that provides great airflow. I can buy 400cfm flowing SBC heads. I can make just as much HP with the same CID with a SBC as the LS can. The only reason you think "an LS can make more power" is because you don't understand the differences between the LS and SBC and how they are overcome.. You'll pay $1000's extra for the same horsepower.. and still not understand how it's made.
Killer combo, over 400 ft lbs from 2700 to 5500 rpm. Magic on the street in the right car. Thumbs up!
I agree. That’s a great street engine right there.
you all probably dont care at all but does anyone know a method to log back into an instagram account..?
I was stupid lost the account password. I love any assistance you can offer me.
@Cody Kameron Instablaster =)
@London Andres I really appreciate your reply. I found the site thru google and Im in the hacking process atm.
Takes a while so I will reply here later with my results.
@London Andres It did the trick and I actually got access to my account again. I'm so happy!
Thank you so much, you really help me out :D
As usual, I continue to learn tons. Thanks again for being you and for doing what ya do.
This information is almost all relevant to the combination I've been building. Thumbs up ! Thanks Richard.
Very easy to understand video. Well laid out, direct to the point. Kudos Richard.
This is great because one thing this test shows is gains from a little more more compression and a better head on a stock cam 350-355. 400 tq at 2500 rpm with a stock cam 355 is stout. I’ve been wanting to see the same test on a 5.3. Excellent video man
I built a 351 Windsor years ago and the machinist taught me a really valuable lesson. which is 1 start with a plan. know what it is you're going to use the engine for and desired power goals and the hard parts you intend to use. example stock heads, block, crank. from there plan bottom end. rods,pistons ,oil pump etc. then the heads. match the cam, compression ratio, intake and carb to what the heads will use the best. and you'll end up with a good combination that complements each part that works together. I think you know what I'm getting at. too big carb or intake with a tiny cam, or big whopping cam and small runner intake with stock heads and springs. just will be dismal at best if it don't tear itself apart. thank you for your time and effort I really appreciate it greatly
a plan really helps the budget--i've bought projects from sellers who invested in a Gen One, then got a deal on a motorhome 454, then got told by their buddies to go LS. by the time I came along, they were outta $$ and I paid 50 cents on the dollar--and let them keep the LS.
A set of freevalve heads would really be a dyno guys' dream.
Change cam with the push of a button.
Throttle control by valve lift.
I installed flat tappet XE262 in a small block 350 w/Vortech heads, stock springs & Airgap dual-plane intake manifold in my old work truck
Great topic, sort fits my idea of a simple build to my L-48, head change to a 64 cc, now to decide what size for my street “curvy” road use. Already have a performer intake. Cam change may come later, if stage one isn’t enough to satisfy my aged body !!
I had a sbc 400 with, 882 heads, 268 cam performer intake and 750 carb in a blazer the torque was awesome. Still the best engine ever made.
We’ve got this cam in our 383 car hauler truck, it makes pretty good power but more importantly it makes great torque for hauling a 6,000+ lbs. fully loaded trailer. We’re upgrading to RHS Pro Action 200cc heads with 72cc chambers. Thanks for the vid Rich.
Very cool!
swap in an XR270HR
Hello from Australia again Richard , The second combo is nearly the same except i have E STREET heads i always thought it was around the 400hp mark i"ve got it in a pontiac parisienne that;s 2 tons it does go pretty good but not as good as it would with the cadillac 500 lol keep up the good work
This is a very informative video Rich thanks
I just copied (hope you don’t mind) your mild combo on my 383 which is in 51 Chevy truck. Got the upgraded 200cc heads from ProMaxx, demon 625 carb, 268 cam, and the dual plane intake from Edlebrock. So so so happy with the results. Everyone who hears the truck or drives it is so impressed. Thank you for your help!!
No problem 👍
I kicked myself In the butt at first but I took went with the promaxx" Maxx series"183 /64 and the 268 xe camshaft 600 dp Holley , I have a demon 750 mv carb I was thinking about trying but was told I'm liable to see zero to none increase with my setup by swaping the carbs .idk ... But I'm into ask could you tell a huge difference when you first put your promax heads on your truck compared to what you had on there before and if you don't mind me asking what did you have on yours before you put the 200cc pro Max heads on yours I had the 882s and hell of a difference on my half though I will say the 882's they were long legs as hell they had a long second gear in them and they pumped hard they just didn't get there quick like the promax wanted to do
@@devanbraley1846 hey there so in my set up I was using the old 333-882 heads which were tuck headers with a 76cc with no harden seats. Upgrading to the 200cc heads, 268Cam and the 625 Carb showed massive improvements from 2-4k RPM but just kept dying after that, especially when on the freeway. I took it to a few shops for tuning and we changed to the Road Demon 725 Carb and it wouldn’t work for crap. Then I went with a 750 Edelbrock and it was like night and day. The top end just opened up and now on the freeway it pulls so hard from 60-100 mph. There is a bit of bog from the carb if you are slightly uphill or downhill when you hit the pedal but it clears up within a few seconds as you move into 2nd gear. I also reduced the H pipe size from dual 3s to dual 2.5” sound.
Vary nice pump gas daily driver engine. Good job Richard.
Very interesting video! Thanks for sharing once again! I simply love you content 👍
Did you ever do a A to A comparison between a HydRoller and a Flat tappet cam?
The daily dose of Holdener, yesssss
This is great because I have a stock L31 Vortec 350 I swapped in my Trans Am. Basically same set up, good dual plane and headers. The cam I plan to get is a little bigger than the aftermarket cam in this video so I'm happy that I'll get over 350hp when I swap out the stock cam.
I have the l31 swapped into my C10 and I'm looking into a bigger cam but not sure witch one to go with. I'm running a dual plane intake and headers right now and it ran great... I collapsed a lifter so since I'm replacing them im going bigger cam as well 🤙
I got a similar combination I'm putting together. Hoping to have about 375whp. Going to be a cool street car by the time it's finished.
my two favorite Comp Cam flat tappet for street use is the XM720H is basically the marine version of the XE268 but with a wider lobe separation. - its .226 intake @ .050 and .236 exhaust @.050. and its on 112 degree lobe sep. it idles like a stock engine and pulls like a freight train to over 5500rpm. I also like the cam that is one step hotter. the XM278H. its .234 intake at .050 and .244 exhaust @ .050 and a 112 lob sep. there is a little more horsepower (5-10 hp) in the 110 degree lobe separation, but they 112 degree lobe separation is much better mannered on the street and has more vacuumed of power breaks. if you like drag racing. Lunati makes a the DV266 and DV274 in both 106 and 108 degree lob separations. they have that race cam crackle, and make more power than the similar comp grinds, but have less vacuum due to the decrease in lobe separation. if i remember correctly the comp cams eXtreem Energy (XE) and eXtreem Marine (XM) lines were designed by Harold from UltraDyne Cams. he did work on both Comp Extream Series and Lunati Voodoo series cams.. If I remember correctly the David Visard cams from Lunati are built on his work but with tighter lobe separations.
Wow thanks for that detailed lesson on SBC cams. I am about to build 400 small block and i want to use a comp cams XS274S solid mechanical lifter camshaft. Will I be OK with my piston to valve clearance? How big must the cam be, before I need to worry about piston to valve clearance?
@@rodbender7946 always be concerned with piston to valve clearance , as it should always be checked, always. And with the cam installed. use some clay on the piston top the valve shall press into it and you shall see how far as you turn the crank if it stops you definitely need some clearancing. Lol it shouldn't be that close though. you check to blueprint your current specs and tolerances write or type them down on a blue print sheet if you like. The reason is your quench should be O.O40" +/_ .002" so .039 to .041 really. most likely if your block is undecked your pistons are down in the hole .025" to start and that is not good for anything. due to piston top shapes and valve size and lift it is common build routine to check so you know how much clearance you have. if you have reverse dome or dish or flat with eyebrows you might not have interference depending how deep the valve reliefs are, you just may need to scoop out a little off your pistons with a machine or dremel polish smooth then cc your pistons and then your heads to desired CC.
What do u think of 270 4x4 comp cam in a 355 with vortec ! For the street
I watch a lot of Mr vizzards videos I need a big proponent of tighter LSA like 107. Maybe it was for a certain use but I remember him saying for certain applications that's what you want
Yeah I want to upgrade my engine now 😁
Thank you
Good info Richard was waiting for a test like this one. Just built a similar 350 for my Jeep....GM Goodwrench 350 bottom end...Summit Dart 165 heads(2.02/1.60's)..Eddy Air gap....Jet stage 2 q jet...Summit 214/224....444/466..112...1 5/8 headers.
Sounds great!
Thx I really liked this 👍
How’s your slant six project coming?
So it's kinda like displacement and big cams. The same cams make bigger gains on bigger engines. Makes sense!
Bro thanks for doing some school 350 shit , I rum the 268 on a set of pro maxx's "Maxx series " aluminum heads (183 /64 ) have a new Holley air gap intake. So during the gathering of all parts I did research ,I learned about biggest isn't baddest , it's about what works out in the marriage system thru out the motors parts you choose to run , with that being said I stayed in the low numbers on my carburetor which I went out got a brand new Holley brawler 600cc double pumper I stayed away from the mechanical vacuum style because I was raised around hot rods that had double pumpers in them you know well the funny thing is installed the engine but I still wouldn't like in the performance I knew I still had a hundred horsepower to get out of there somewhere and kind of dialed in the carburetor a little bit though I would like to say this is kind of off subject here but when I put the 411 positive track gear ratio in the rear end that was it bam it's a torque monster and it puts it to the ground now there's a big difference in how much one makes on the dyno stand and how much one puts to the concrete people don't realize this as well as they don't realize shooting for the moon and bigger parts means you're going to get more horsepower it could choke your engines atmosphere out of horsepower by being greedy and going for big bad so I stayed kind of in between with a 183 chamber and a 600 CFM and it worked out great so I'm delivering about around 385 to the ground and probably about 4:05 on a Dyno and it's tough but man I just want to appreciate you for finally touching down with some small block Chevy work here and not all of us is smart enough to play with ls engines so thanks again buddy keep up the good work
Looking forward to the Ameribarra !!
yes
Nice combo, be sweet with a super ram in a 3800# truck with low stall converter and mild gears
Sir, are you noticing or having any kind of lifter failures on the flat tappet hydraulic lifters? I’m building an early 2 piece rear seal 350 with stock dished pistons, .040 over and going to put Vortec heads and a Elgin 292 flat tappet cam…… the cam came with Elgin lifters, but after reading/ hearing SO many horror stories lately, I drooped the dimes for Chevy performance parts stock flat tappet hydraulic lifters, with the lower hardened section out of fear- but am I over reacting? I just can’t beat the thought of KILLING my engine and suffering the total loss! My budget isn’t unlimited! I look to you, to offer your insight and latest experiences on the new flat tappet failures……
As always, THANK YOU!!!!
Your teachings are more valuable than you could ever imagine to us “hobbiest” engine nuts!!!
proper preparation usually makes them work
like picking out a torque converter and not realizing displacement etc has an affect on stall speed. Reminds me in the 1990's Competition Cams (I think) advertised their roller rocker arms made 15 hp...then you followed the asterick and they admitted they did a cam swap as well.
I used the XE268 on a 350 with Vortec heads back in the day.
I have a weird engine test idea. Let's say you use a stock camshaft with different huge cylinder heads with lots of flow like an AFR 220s up to 245s. Just changing heads "only" from stock vortec or 882s.
less of a gain from heads with stock cam
Moral of the story. Don't over cam your engine :)
I put this same cam in my vortec and flattened a lob 2 weeks later 😂👊
Would love to see a big inch sbc like a 427 on your channel.
I really enjoy your videos, there is so much info, facts and figures but most importantly putting common sense to work!
Right on
I can’t wait to see what you can do with the Gen V L83😏
I tested that already-vid is up
@@richardholdener1727 no I was saying like with bolt ons and even a bing bang 😉
Curious about the CR of the hotter motor to make that HP and TQ. Didn't hear it in the video or in the notes below. @Richard?
Hi Richard!
What a legend you are, even here in France!
Love all the SBC and BBC content!
I have a little question for you :
Would love to make à "big" SBC, thinking of a 406 with 10,5 or 11 to 1 CR, more than 240 duration hydraulic roller cam, single plane intake, 4 barrel 750 cfm carb, etc...
WELL HERE IS THE QUESTION : with this combination, would the new AFR Enforcer head being able to flow enough to make 500-550 HP?
THANKS FOR WHAT YOU DO, BYE RICHARD!
YO, FRANCE IN THE HAUS!
@@richardholdener1727👍 have you already tested the new AFR Enforcer heads!? 👍
I have a build I'd like to see on the dyno, basically a stock 350 with 882 heads, but with -4cc domed pistons and something like a comp cams 280H. I think it'll be a torque monster
Those 882 heads aren't very good at all combustion chambers are too big and they just don't work well unless you spends a grand or more on them at the machine shop... You'll be money ahead and way more HP ahead if you'll find a set of vortec heads from 96 to 99 those have 64cc combustion chambers and they are the best flowing small block head ever made and with those heads and a decent cam you'll be well over 400hp it's that easy
@@jonathanlawson4667 I'm using them for know because they're free, but I plan on going aftermarket heads.
@@zackarymorrow6484 check out scoggin dickeys they sell the vortec heads I'm talking about completely done with machine work for 889 very good deal for 40 plus hp 👍
I would like to see this combo run with a Lunati Voodoo 268 f/t cam,they claim it's the most powerful 268 cam out there.
The very obvious,, all SBC have valve reliefs in the pistons. Generally 4 0f them, 2 relief pistons come as right and left side. And yes they give more compression hence more power. Presuming the pistons are not way down the hole like too many are.
Thanks for making this! I'm planning on putting together a vortec 350 with almost that same cam, I think the XE286?, vortecs with beehive springs, roller lifters and timing chain, and about a 10:1 compression. I'm hoping to see about the same results as you did on your "wilder" engine in this video. Thoughts?
we used an XE268H, a hyd roller cam might help things, the vortec heads won't make as much as the Holley heads, and compression will be down
"almost that same cam" Not! You are gonna take a hit on the bottom end and a good part of the mid too with that big cam, the low to mid torque is gonna be sub 400 ft.lbs. When you move past the 274 you are gonna give up alot for a big top end and you don't have the heads to be up there anyway. you shouldn't run more than the 274 if this is going in a street engine.
Go to Comps website and look at the dyno charts and engine combos for their EX roller grinds, its all there !
Would it help to advance the 268h to work better in a 4x4 truck with a 700r4 and 3.54 rear gears. Truck will be used for light towing.
How about a small block with a hyd. flat tappet swapped to a hyd. roller with the exact same duration and lift?
This reenforces the fact that cylinder heads are super important.
Can't beat airflow and compression
Please test that engine with the stock roller cam and stock fuel injection, many of us are driving a late 90's 5.7 VORTEC and would really appreciate the typical tests, stock, cam, BOOST, Air flow limit due to poor intake system, but would like to know. Thanks for all your information.
FUEL SUPPLY IS A PROBLEM WITH THE STOCK INJECTION
Please do something on the 87-95 TBI 305/350 and 454 TBI, I know TBI isn't any way a performance system but there is a few aftermarket parts out there for them. Seen a couple Cams and intakes for TBIs, maybe show tests for direct replacement TBI intakes and tests with square bore and spread bore intakes with a TBI adapter. As for the big block TBI stuff don't know what's available but whatever is would be interesting
All the modern aftermarket
carb replacement fuel injection systems are TBI.
Not as good as SEFI but a driveability upgrade.
@@hotrodray6802 I'm talking about the 87-93 GM TBI injection which has two injectors sitting on top of the throttle body found on the 4.3 V6 5.0 and 5.7 small blocks and 454 Big block
TBI? Best upgrade is to pour sand in your gas tank and kill it.
Richard,, I would love to see, if you haven't already,
A hdy roller vs a solid flat tappet comparison.
and,
How much cam does it take to ruin the low end. (how much duration finally diminishes power in a close to stock combo).
it's more than just duration
I’m sure there was more than a camshaft change based on the visual on the engines.
Looking at that cam or the smaller 262 for my chrysler 318 build, closed chamber small port heads and performer intake, ala speed secret 318 build. This helped a lot
I put 2 different comp cams in my 318s different grinds but both around .450” lift on both lines and one 110 LSA both sound and run fantastic
@@tl5108 Thanks. Heads used?
@@1080sucks both had 302 swirl port heads and hydraulic flat tappet cams
My truck has the extreme energy .447/.455 lift cam in it now. Runs like a top and pulls hard right off idle. I can slide the rear end around corners on dry pavement when it kicks down to first gear while cruising. The cam in my the stock engine was the high energy .454/.454 and that thing was a little doggy off the bottom with the stock converter and the 2.94 gears. But I got a couple mpgs better with that on the old low compression engine that burned a shit ton of oil. I’m tempted to get another one to swap out the extreme energy cam that’s in the 9.5:1 engine that’s in the truck now
@@tl5108 Thanks for the info. I had some New Old Stock closed chamber heads lined up but ya fast or ya last and they gone so looks like I will use the eddy rpm heads. Cam choice will be the same I guess. Converter is around 2200 stall and currently run 355 gear. Panning to go to a 3.23 if I can find a gear set for 741 rear. Its all fun and games. Truck sounds like a fun cruiser which is what I am after.
The last combination what was the compression ratio?
Hey guys I bought a camshaft one time and somebody switched the boxes and I got something that was way different than what I wanted this cam was so lumpy and choppy that poor little 327 wouldn't get out of its own way but when it got going it got going
Have you seen the new sbc Holley cast iron high flow exhaust manifolds and I know there not out yet but I bet you can get a pair and do a video to see if they are as good as headers. What do you think.
they won't make power like long tube headers-they don't have long primaries
@@richardholdener1727 ok thanks for the reply
Hello Richard,
I have a 349 sbf with cnc brodix LH 195 heads, funnel web intake, 750 carb. My question is am I leaving hp on the table running the Ford Racing x-cam. 224-234, 542-542 lift, 110 LSA?
THERE ARE BETTER CAMS
What springs and lifters did you use on the vortec engine just trying to get a little more out of my trailer race pick up and it looks like it picked up some decent power!!
They're flat tappet. He said in the video.
Personally I blame squirrels
Any suggestions on which can/intake combo I might use on a SBC 355 w/ flat tops w/ valve reliefs? I’m wanting power enough for street and strip like semi wild street. Oh yeah, I’m running Blue Prints HP8103 heads. They run 206/160 valves with a 194cc chamber. Thanks.
A DUAL PLANE RPM OR AIR GAP AND 224/232 OR 228/236 TYPE CAM
@@richardholdener1727 Should I go with roller rockers and roller cam or stay with flat tapper?
Can the L31 vortec intake system with upgraded spider injection system with 36lbs injectors perform well in the 400-450 HP range? I know there are new upgrades for the spider system that changes the poppet to individual injectors. But I found a company that offers those injectors in the 36lbs size and higher. Whats your opinion on the factory L31 intake fuel system? And do you have videos that show the performance from the factory intake? I would like to keep my truck as close to same factory setup but upgraded. I really do t want to swap heads, intake,ect... i want to change the cam of course. .i want to make the best of what I already have
have not tested with factory intake
Hey Richard thanks for another cool vid was wondering if you could estimate hp for me? Sbc 400 .060 over 9.8 compression stock heads 214 intake 224 ex with 112 ls 444 in intake lift 466 ex lift 1 7/8 headers Edelbrock performer 1 in spacer 750 edelbrock carb. Hp and tq.Thanks again for the great vids.
DEPENDS ON WHICH STOCK HEAD BUT IM THINKING 365-370 HP-BUT LOTS MORE TORQUE
Thank you sir was really trying to build a torque monster and will be putting it in 1980 k20. Thanks for your reply
Any hydraulic roller cams that just drop in. That I won’t need to change valve springs or Anything. I Know it sound goofy. I’m building a 355 . Has tbi and not so good heads . Just wanting a little baby aftermarket cam till I get converter and aftermarket heads then I’ll get the heads flowed and get custom grind. But anything that just drops in and will work with a stock 882 or a tbi motor. I don’t know what heads on are on it at the moment or if it’s stock tbi or vortec or what. They are center bolt valve covers and I’m not putting any money into them. Stock style gm heads.
not sure on spring rate or coil bind or ret-seal on whatever heads you have-check out PE246
Would it be possible for you to test an LE8 454 with an rv cam? To see how much of a difference that would make to the stock power
IS THAT A GEN 5?
@@richardholdener1727 i believe so
👍👍😎
I feel better about my mild cam upgrade which is the Elgin 1179P 224/224 @ .050, .466/.466, 114
I know jack about all this stuff. I do know I have an '87 Silverado that has a gutless 350 in it. I just bought some used Vortec heads with some sort of Assault manifold. I was planning on a 650 cfm carb (tbd) and a better cam. It already has some small tube headers on it. I want to balance gas mileage with power. I would like 300-350 hp with some bottom end grunt. What sort of cam am I looking at? Oh, I don't want to change the torque converter either.
rv style cam with 206-210 degrees of intake duration
Thanks so much!!!
Is there a way to tell which SBC vortec engine would be more likely to be a 4 bolt main?
Vortec is not an engine, its a head.
I've watched many, many camshaft/cylinder head/ header etc. and so forth dyno videos. We see the header spec with regards to the primary diameter and (more or less ) length and collector diameter but very rarely do we get to know the overall collector length. We've learned that this is one of the most TUNABLE aspects of header details if only for the fact that this can done with the engine in the chassis (or the dyno for that matter) as the rest of the spec is fixed. Yet rarely are we told what the collector extension was. What's up with that? Dulcich did a few Engine Master magazine tests back in the day (before the video craze) but the video presentations seems to be lacking. Let us know!!
our collector extensions are usually 18-20 inches-I've done lots of testing of extensions and past a certain point, there is no difference
@@richardholdener1727 I can't say I recall tests that include that bit of data but thanks for sharing those results nonetheless. I'll have to go back and take a look to see what I missed. Thanks again Mr. H and keep up the good work. I've been following your tech for about twenty years!
when are you gonna upload the Dodge 6 cyl. and the V8 Dynos ?
after I test them
Hi Richard
I'm building a vortec 350 for my 91 Camaro I'm staying tbi by using the one from the big block
The intake I bought is Edelbrock victor jr vortec 2v single plane
My thought was because it is fuel injected it doesn't require the rpm to pull air through the carburetor
So I guess my thinking is it might work through the whole Rpm range instead of the 3500 and above that edelbrock advertised
I'm curious on what your thoughts are
the single plane will always act like a single plane for power-it will be soft down low
@@richardholdener1727
Thank you for your reply
The engine will have around 10.5-1 compression 2000 rpm stall compcams XR276HR-12
1.6 rockers 700r4 and 342 gears
Do you think that the intake I have will work or should I get something else
@@fiveanddime3994 That intake is a horrible choice.
@KINGTROLL how do you know ?
Don't see on your channel anything to do with vehicles
Or maybe you are just trying to live up to your handle
@@fiveanddime3994 Single plane for street applications is a horrible choice. This is common sense.
I saw a similar test except on the stock set up they ran 1.6 ratio rockers and found even more power same cam only when add the 1.6 rockers it adds .30 of lift so it would be 507 int. 510exh. That combo made 410hp 425LB ft ....chevy power!
Hey richard. I love your videos. I learn oodles of info from guys like you. Do you remember the compression ratio on the wilder 355 in this video. I am building a similar combo for my jeep and am curious if it will be in the same neighborhood. 355ci 10:1 afr 195 enforcers xe268h cam airgap and 650 brawler with shorty headers. Going in a jeep yj on 40s so low end torque is the goal. 400+ ft/lbs!!!! At 3k rpm!!!! On pump gas. Thats nuts without boost and on a mild small block build. If you get a chance to reply it will be greatly appreciated. Between you and the guys in engine masters and roadkill garage i am a self taught engine builder. Been watching for many years. Thank you for the amazing information you guys provide us. Knowledge is power!!!
10 ish
Thank you richard. I hope you and your family have a great thanksgiving!
I use the 10. 10.10 method 10 mins running 10 mins to cool 10 mins running to break in a flat tappet cams.
it's not about heating and cooling-it's about changing rpm and load
Richard: since those heads are no longer made, what is a comparable set nowadays?
probably most as cast alum heads, edel perf, tfs super 23 etc...
If I remember correctly the Systemax Holley's were 200cc intake runner heads. Look for a similar runner size.. EQ makes 200cc cast iron that are very cheap and flow well. Edelbrock 215cc heads would be great and you could grow the motor to a stroker down the road. Brodix IK 200s, Dart 200 Iron Eagles or SHP's. .. Trick Flow's heads are fantastic - maybe a best value/buy. 195cc's to 220cc's. Richard's test show No penalty for large runners .. load the wagon if you want with Big Runners. Not sure I'll ever buy small runners again.
I want a noisy cam for my daily driven z71 tbi 350.
Could I use this cam and keep the tbi?
What cam is recommended for a tbi sbc?
I’m new to this engine. I usually mess with LS1’s and LS2’s
tune will be a problem with tbi
@@richardholdener1727 what about a jet ecm chip?
put some work into those vortec heads and youll get 400 plus Hp with that cam or even a slightly bigger cam
Can you do test on sbc on cheap ebay heads?
I think he already has.
I would like to test David Vizard's 128 formula.
please do
@@richardholdener1727 I like your sense of humor.
Have you tested the speed way motors aluminum double hump heads
ARE THOSE TRICK FLOW?
@@richardholdener1727 I have no clue I saw them on speedway motors website
Am I able to use the comp cam thumper SBC 350 kit on a olds 350 rocket?
a sbc cam won't work in a 350 olds
@@richardholdener1727 yea I just found out last night… 🤦♂️🤦♂️ I ordered a SBC thumper k kit and now it’s just sitting..
If I have 882 heads can I use this cam without changing valve springs or heads?
no-it needs springs
@@richardholdener1727 what spec springs would I need?
What can would I need to get similar results I have a 71 lt1 350
cam ands heads on that one-higher comp would also help the 71
@@richardholdener1727 would a set of vortec heads and the xe268h cam work with this engine of course with stiffer vavle springs...I guess would be my question I'm just not sure what cam will actually work on my engine without alot of modification
Hey Richard
How much compression did each engine have ?
stock compression on the vortec motor, near 10:1 on the other 350
@@richardholdener1727 oh wow
I alway though those vortec heads were capable of near 400hp with a decent cam like xe268h
I guess not
@@omarghazzy i was thinking that also
Stock vortec motors are advertised to have low to mid 9 compression ratio. With their 18cc piston dish and thick head gaskets it’s more like mid to high 8’s and probably a little low for this cam
I wanna build. I wanna build a 350. A ls whatever. I wanna build
@6:45 , stock photo... .040 overbore. :) (Sorry, had to.)
Bigger is not always better... More duration at the expense of cylinder swirl and filling velocity can lose tq on top of lower volumetric efficiency vs static displacement... Its all based on bournoullis principle... Even air molecules must follow fluid dynamics. You cant escape physics. You make more tq being mathematically efficient vs JUST GO BIG
how does cam timing produce cylinder swirl and filling velocity?
@@richardholdener1727 air molecules still have to behave like fluid dynamics. The amount of open area behind the valve head versus the Pistons sweep time will always affect the amount of volume, pressure, AND VELOCITY being drawn into the cylinder ie bournoullis principle of volume vs pressure (sp?)
@@richardholdener1727 @Richard Holdener the best way I can explain it is similar to when you close the valve on an old bathtub faucet you'll notice that the water pressure behind the valve begins to Fan out wider as the valve begins to seat and the same occurs with air molecules. The piston sweep in relation to valve timing is your source of dynamic "pressure" change. The valve is a changing dynamic "volume". Volume vs pressure affect velocity and velocity will affect how those molecules enter the cylinder or "swirl". Time the events correctly and a 100+% ve can be achieved NA with the help of wave pulse tuning
This is also why valve shrouding is important
In a SBC, when matched with appropriate lift, more duration increases volumetric efficiency but the result is peak output at much higher RPM. You appear to be bending your understanding of physics and combustion engines to suit this discussion without any real knowledge gained from engine building experience.
@@89StarquestTSi Again, you are overcomplicating the matter entering into discussions about spark timing and valve shrouding when your initial comment was only about valve durations. I think you are up for a rude awakening with reality meets your theoretical interpretation.
I can put this cam on 350 vortec engine?
Head flow point blank
These are engines, not "motors".
You say that the performance cam did not hurt the power down low, but I'm sure it did. How would know, when your dyno test doesn't begin before 3,000 RPM?
They are motors, all engines are motors but not all motors are engines
@@kevindamvorisbacon424 That's not really true.
It's just like saying they are all noisemakers, heaters, vibrators, or boat anchors. Like "motor", all of those terms are /technically/ accurate, but totality inappropriate in this context.
TOTALITY?
noun
noun: totality; plural noun: totalities
the whole of something.
"the totality of their current policies"
Similar:
entirety
entireness
wholeness
fullness
completeness
inclusiveness
unity
aggregate
whole
total
sum
sum total
beginning and end
alpha and omega
be-all and end-all
all
everything
ASTRONOMY
the moment or duration of total obscuration of the sun or moon during an eclipse.
Phrases
in its totality - as a whole.
"a deeper exploration of life in its totality"
@@richardholdener1727 totally.
I typed "totaly" by mistake, and Google changed it to totality.
At least you are paying attention...
This is old hat. We all know it's about the combination.
Jump around to much....annoying