I am building a 350 for my T/A and want to use screw in rocker studs. My question on this is how do I remove the stock press-in studs? I missed that day in class!

Also I bought a Crane Cams Compucam 2050. It has a duration of 216 int. and 228 ex. at .050" and lift of 454 int. and 480 ex. with 1.5 rockers. I want to keep this thing smog legal. I took .015" off the heads which are 882s. I haven't cc'd the heads yet but I expect to have around 70-73 cc's. That should bring my compression up from 8.5 to 9-9.5 hopefully. Will this be enough to run this cam well? My heads aren't ported too much, just enough. I bought a higher stall converter, but I decided to use the WC T-5. The 350 came from a '77 Impala. I am going to use the 305 from the T/A in my Elcamino. I am changing from a V6 to a V8 in my Elco. Would I be able to use this cam in the 305 and not ****-off the state ref if it won't work in the 350?

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'82 Firebird, dead stock, 9 bolt disc rear, over 200,000 miles and still going strong, more to come...

 

there is a "special tool" for doing it. i've never used one. what i do is stack some 3/8 flat washers and use a old rod nut or rocker nut and start tightening it down. after a while you'll have to add a few more washers. use pleanty of oil on the stud and nut and don't use any nuts you can't afford to lose. after a few studs the nuts tend to gall to the stud.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

i think you're ok with the cam. i doubt if .015 raised your compression .5 to 1 whole point.

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-=ICON MOTORSPORTS=-
1st & 3rd

 

I don't remember the exact equation, so I'll guess 'till I find out.

thanks

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'82 Firebird, dead stock, 9 bolt disc rear, over 200,000 miles and still going strong, more to come...

 

Here's the math, the easy way.

1. Bore x Bore x Stroke x .7854 x 16.39 - That'll give swept volume in ccs.

2. Then add to the above sum: combustion chamber ccs, and head gasket volume in ccs.

Now divide the sum of 1 and 2 by the sum of 2 (combustion chamber ccs and head gasket ccs.)

That's get you in the ball park.

What becomes tricky is when you have to factor in deck height, piston dome/dish, valve notch ccs and the dead space between the piston deck and the top ring groove.

Factoring in all of those usually doesn't make a big difference unless you've got some pretty big knuckles on your pistons or a full dish.

Example of my engine:

(1) 4.155 x 4.155 x 3.825 x .7854 x 16.39 = 850.047

(2) 70ccs (heads) + 9ccs (Head gasket) + 850.047 = 929.047

929.047 divided by 79 = 11.76:1

There are other ways of calculating it and I've got three CR calculating programs and each gives a different answer - Go figure.

Hope this helps.

Jake

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1986 Corvette Coupe, 415 CID, Edelbrock 6073s, ZZ9

 

BTW, in most cases the heads have to be removed because the stud bosses have to be milled down to accomodate screw-in studs. The hex nut built into the screw-in stud would cause the stud to sit too high if the bosses aren't milled down.

There are some types of studs that do not have the nut and can be used without milling the bosses, but the stud holes still have to be tapped and there's gonna be a lot of metal shavings to content with if the heads are left on the engine.

The bosses have to be tapped very straight too or you'll end up with geometry problems.

Jake

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1986 Corvette Coupe, 415 CID, Edelbrock 6073s, ZZ9