daverr

iTrader: (1)

well i finally dyno my engine.its a 360 13-1 solid cam motor comp cam 294s(246@.50 .525) world product iron heads,team g intake and holley 750. so here are the numbers.

rpm tq hp
4500 392 337
4600 395 346
4700 398 356
4800 400 365
4900 401 374
5000 402 382
5100 403 391
5200 404 400
5300 403 406
5400 400 411
5500 395 414
5600 388 414
5700 381 414
5800 378 416
5900 378 424
6000 378 432
6100 375 436
6200 370 437
6300 367 441
6400 365 446
6500 362 448
6600 356 449

the guy at the dyno said i should of gone with a bigger cam.my valve springs are good up to .600.so im in the middle of deciding wheter if i want to spin this motor faster.now is the right time with the motor out.i was wondering about what are your guys recommendations , i want to go solid cam only.

dave

F-BIRD'88

Looks like you may have not found peak horsepower yet.
The power is still climbing at 6600 rpm.

I would try a larger cam

This one is very popular for dirt track and auto/bracket drags.

Specs are 285/295 256/264@.050 .537/.557" lift

Elgin # E1090

A cross reference would be CompCams PN#12-611-5
Grind #CS-290B-6
or Isky #201549

Should be good for 15/20 more hp at the same rpm.

www.competitionproducts.com

daverr

iTrader: (1)

thanks for the reply.as far as my motor after 6600rpm hp was on its way down.i forgot i might have to even change carbs if i do swap cams cause at peak it was 1 inch vacuum.it would be mandtory if it hit 1.5

dave

BillZ28

What about the Comp Cam 305S? Hot Rod Magazine used it in a 383 to pump out 560 horses. It had a Super Victor and a carb spacer too in the combo which I think they attributed to making that much.

BillZ28

And a 850 CFM carb was in that combo too.

F-BIRD'88

Yes your at the point where you can use a largr carb
like a modified 750.

Try that cam. A buddy made over 500hp with an identical setup.
to yours.
have the heads been flow tested?

AlkyIROC

With a 13:1 engine, a lot more cam really could be used but it's not just about lift and duration. LSA and valve overlap can change a cam's atitude even though the lift and duration can be relatively the same. 114 LSA is smooth while 106 LSA produces a very lopey idle.

An 850 carb would also make a big improvement.

It's not just about how much lift the valve springs can take. The valve guides must also be able to handle the extra lift. It they're not cut down then the bottom of the retainer will hit the top of the guide. Depending on what pistons are in the engine you also need to check piston to valve clearance.

Advancing the current cam will bring the rpm power range down a few hundred rpm.

What fuel are you using in that engine? How many pulls did you get on the dyno? Was it just a dyno pull or a test session where you could play with timing, jets etc?

At least with an engine dyno pull you'll know where the engine produces it's best power. A torque converter stall speed and rear end gearing selection is easier to pick.

daverr

iTrader: (1)

bill as far as the 383 motor in the horod mag ,im kinda of a firm believer that those mag kinda juice the number a little.im just being skeptical.as far as the heads go,no i havent had them bench flowed.its got a 220 intake volume and i think 2.05 intake and 1.65 exhaust.i could be wrong.
dave

daverr

iTrader: (1)

hey stephen
well i had to supply my own fuel its was 110.but the guy at the dyno said he didnt feel safe with 110 for 13-1, so he subsituted 112 instead.the cam is installed straight up.well we did about 6 pulls ,2 of which were bad cause of a faulty distributor.yes we change jets ,i think one size richer than stock but the egt was still a bit lean.as far timing it liked 38 degrees.i really do recommend to anyone who either builds or buy an engine to get it dynod it saves alot of time tunning.
dave

F-BIRD'88

What was your ignition timing and jetting?
If you're useing the full dome pistons it will want like
47* timing (on race gas) because of poor flame travel.
There is more torque and hp to be found.

Should be 450 ftlbs torque. Is the manifold port matched to the heads? This is critical on these larger cc heads.

daverr

iTrader: (1)

as far as jetting it was like one size from stock jets so something like 83 and 73 im not too sure.we advanced the distributor to like 40* but it didnt really like it,power was not as smooth.the manifold and head are not port matched.

dave

F-BIRD'88

Sounds like a replay of my buddys dyno session.

The manifold must be matched to the heads port openings
a step there really screws up the flow.
30+ hp there.
Try the timing up higher and see what the motor wants.
42 to 47 deg. The sweet spot that gives peak torque #'s will not be the same that gives best peak hp#'s.
I know it will want the bigger cam for sure.

May need even a larger one than that.
A Crane F-268/3814-2S-6 Has been used sucessfully
on this type of motor too. (535hp) It will want more rpm thou.

daverr

iTrader: (1)

thats true about the manifolds.as far as timing id leave it at 38 for now.now thats a big crane cam.the one thing i like about my current cam is the power brakes still work.now with a bigger cam id have start adding a vacuum motor.maybe ill change the cam and carb after next year.ill just keep my current setup.

dave

F-BIRD'88

The Elgin cam won't be any worse than the Cs294s
on the street but with more torque and hp at all points above 4000. Must be installed advanced on 99 intake c/l.

Works good...