Messages

Here are a couple of videos. The first is is a 15 second in-car video 1st and 2nd gear .. getting on the e-way.
i eased the pedal down at about 3500 rpm, and granny shifted about 6800 rpm
wound 2nd to about 7000 if memory serves. Earlier in the day i did powershifts at about 7800 rpm... but the biasplys didn't fair too well grabbing 2nd. My 22 month old son's comment at the end of the video says it all.


enjoy the clips.

Aaron

http://www.youtube.com/watch?v=WTgT0VCytGc



and




http://www.youtube.com/watch?v=WTgT0VCytGc

wow, thats really about the same size as the 2nd design cam with a tad less lift...

awesome stuff...

i'd like to put my 302 on a dyno with this 140 uncorked to see what it would make...

ONE OF THESE DAYS

A

thats incredible...

where did you start the pulls?

i'm assuming there is no duration limint on the .485 lift???

that has to be about 280 at .050 or something nasty like that isn't it?

A

well, the cam has 4 degrees gound into it, and I advanced it another 4 at the crank...

when it was degreed in, it showed 6 degrees advanced.

I know guys who advanced their old 30-30s as much as 8 degrees and loved it LOL

A

hi MIke,
the 140 is the first design.

Crane was making the blueprints for GMPerformance.

I talked to Predator Cams a while back and they had the master as well.

I'm sure it is easily available.

HI,

I was really worried that it would just be a disaster to drive around town below 3000 rpm... but it is quite the dream to drive.

When I had the car on the Dyno 2 years ago, it had the 30-30 cam in it, a set of the Kustom 1 3/4 headers, a pypes exhaust system, and an 830 AED Eliminator Holley... it made 301 rwhp, which the dyno operator said would put that car at 12.8-12.9 based on his experience.

we didn't do any tuning at all, in fact I wasn't even planning to dyno the car... i know the timing wasn't optimum, nor had the valves been lashed recently... additionally, the 830 AED wasn't even close to being jetted properly for that motor..

fast forward to today,
same car, same motor, I now have the 140 cam, factory DZ holley on it,  1 5/8 Hooker Comps and a Gardner Chambered Exhaust from the headers back...

I can say with utmost certainty, that the car pulls much harder now, and I have a much more restrictive exhaust on the car now than I did when it was dynoed.

I think I read that JohnZ dynoed the same car that went from a Chambered Exhaust Car to a Transverse System and picked up 25 HP at the Rear Wheels??? If that is accurate, then I'm really leaving HP on the table with my current header/exhaust setup.

My ultimate goal is to get this car to make the most usable power with Factory Components that were available as GM parts at the time. I'm going to reinstall the Kustom 1968 Headers on the car at some point. The crossram will probably see service down the road, but after i solve the header/exhaust predicament.

The only issue then to solve would be what exhaust system to use that is both free flowing and factory appearing.

Nothing has the fit and finish of a gardner system, but there is alot out there that leaves them in the dust for performance minded people.

I'm probably going to look at Waldron Exhaust... they just reproduced the "Offroad" corvette system for the 63-67 Corvettes.
They make the resonators and transverse mufflers in both OE and 2.5 sizes that are factory appearing, but use their Impostor technology, which is a tad louder but has less baffles and should be significantly less restrictive than an OE system.
.
I just cant tolerate a "Drone" which my car doesn't do now.

so after 4 cams, 2 sets of headers, 2 different carbs, 3 different exhaust systems, I'm finally happy with the way my Z runs.

should have listened to MacNeish 3 year ago LOL....
special thanks to Jerry though for helping get the carb tuned in... i'm sure it still needs fine tuneing, but i ain't gonna do that without a dyno, or a racetrack.

i did an epic post over at Camaros.net with videos and the history of my cam swaps and what I learned...
there are two posts.. one talking about an UDHarold Cam in my 302, and the other about my journey ending happily with the 140.

at the end of the day, with 11 to 1, wideratio muncie, 4.10 gears, headers... the 140 cam is an absolute dream to drive in a 302.
very nasty street car with more than enough torque to move you from stop light to stop light, and enough vaccuum to stop the car in the parking lot.

Thanks

Aaron

IT runs real good... but i'm not as impressed as i hoped i'd be....

perhaps i need to do some serious fine tuning in the car....

when i first put the cam in... i had 74-80 jets in the Holley..
i went up to 79-84 (which seems huge) for a 302 and that made a world of difference...

i might have gone too big...

it is much easier to drive if you take off with the rpms up around 12-1300 ....  i'm used to easing it out around 900-1000.... anything below 1200 with this cam practically stalls the car.... so i have some adjustment to do..

i'll do some foolin around this week to see if I can get it smoother down low... if not... then either the 140 or the 30-30 will go back in....

A

Tried calling jerry from chp today to see which cam he put in garys car?
He has mentioned it a few times.
Anyone know.  Im getting ready to order parts for another 302 and am curious to know. 
I suspect its either 3030 or 140

http://www.youtube.com/watch?v=JWaCuPbBkaU


here is a video through the Gardner Chambered exhaust...

its actually quieter with headers and an Hpipe than it is with the manifolds withouth an H pipe

Enjoy

its a custom ground lunati... the published specs make it look smaller in duration than the 30-30... but if you were to map out the entire valve cycle, you'd see that above .100 lobe lift... it has more duration than both the 30-30 and even the 140 offroad cam...


just to compare....

at .020 lobe lift, the 30-30 measured at 314... mine measures at 272.... thats  38 degrees less duration  although not exactly fair because the 30-30 lash hasn't even been taken up yet, and my cam is a tight lash  with .016 on the cam card.....
so to do an exact comparison of overlap... you'd have to measure the 30-30 cam at .016 lobe lift.. which is way too tight to lash that cam... or measure them from when the lash is taken up on each cam individually... to do that,  i'd have to know how many degrees of duration the 30-30 has at .030 lobe lift...


anyway... at .050 the 30-30 is 254 and mine is 243.....  so you can see how much more agressive the flanks are on my cam...

at .100 lobe lift and above.... my new cam is bigger in duration... and it has a max valve lift (with 1.5 rockers) of .518


basically... my cam keeps the valve on the seat longer, which translates to more compression... and opens it at a much faster rate, which increases the velocity,  keeps the valve open alot longer, and then closes it almost as gentle as the OE cam....which keeps the seats, valves, rockers, etc. nice and safe. This cam has asymetrical lobes just like the 30-30 does.

also mine is on a 108 LSA as opposed to the 114 of the 30-30...


A

hi,

funny thing... the race guys have confirmed what you said... the 2 inch primary Supercomps fit much much better than the 1 3/4

i had all sorts of trouble with mine years back...

regarding the heatshields... i wasn't sure that they fit, but i thought i've seen a photo or two of the Kustom 68 version headers on a car with heat shields... maybe Jerry will pop in.. i wonder if his original 68 car has them on.

Thanks

Aaron

oh yeah... about 40 minutes at 3000 rpm...  and then varing from 2000-3500 for the next 20

she is good and broken in.. all valves are precisely where I set them.

the trick with flat tappets these days is using good oil with high ZDDP and using a good zinc concentrate like GM EOS or Crane Cam COncentrate...


A

just installed and broke in a new aftermarket cam in my 302.
out with the 30-30 in with a new bumpstick.

http://www.youtube.com/watch?v=RsWVboigu6Q


i haven't driven it yet becasue it is wide open header, and about 30 degrees here in MIchigan... but assuming weather is nice, it will go to the exhaust shop tomorrow and be on the road by midday..

I can tell you just from the 15 feet I moved it into the driveway that it has significantly more bottom than the 30-30 did...
the idle has alot more pop to it, and it revs like an ON OFF switch LOL

enjoy

this is my point exactly....

my 302 idled with 11 inches of vaccuum with the 30-30 set at .030

when i put it down to .026 i lost 4 or 5 inches HG, exacltly in the ballpark that Glenn just said......subsequently, the Powervalve had to be changed, and I'm sure other things would need to be adjusted for optimum performance... i.e. jetting, timing

this effectively makes that big arse cam even bigger... especially in a no torque 302.

now... on top of that... a 64 or 65 FI vette (which also used the same cam) will not idle properly on that low of vaccuum... I tried it on that car as well...


seems like .004 couldn't possibly make a difference, in the lash setting... but if it makes enough of a difference to kill 5 inches of Vaccuum???

A