talkin to the guy im gonna get to do my machine work, and he told me to look and see if i could get ahold of a LT1 350 350 Horsepower hydraulic replacement cam. i have never heard of such a thing. i thought the LT1 was roller? he said this would be a good cam for my 355 im building.
anyone ever heard of this cam? if you have, do you know the specs on it? id like to see them to see what range and all its got.
thanks in advance

 

General,

What the wrench dude is probably referring to is the original LT1 design camshaft, with flat tappet lifters. The LT1 designation was first applied to a 350 CID 350 HP engine in 1970. It was only offered for a couple of years, then fell victim to insurance companies and Arab oil embargoes.

The RPO engine designation "LT1" was revived in 1993 for the extra performance 350 in Corvettes, 'F' cars, and 'B' cars. It is those later LT1s that were equipped with a roller lifter cam design.

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Later,
Vader
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"No matter how hard you try you can't stop us now"
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[This message has been edited by Vader (edited January 05, 2001).]

 

you wouldnt happen to know the specs on it would you?

 

General,

Lemme check....

GMPP says:

0.435"/0.455" - 242°/254° @ 0.050" lift - 116° LSA

The original LT1 was a solid lifter cam design, and have a monsterous overlap. A modern ECM will hate it without a serious PROM rewrite. The ZZ4 cam has less duration with more lift, and a slightly tighter LSA. Top RPM on the old LT! would be higher, but low end power would be better with the ZZ4 profile.

------------------
Later,
Vader
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"No matter how hard you try you can't stop us now"
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[This message has been edited by Vader (edited January 05, 2001).]

 

damn vader, your good.
thats a whole ****load of duration. way more than the computer would ever want to deal with. i bet that thing would be bitchin in a non computer car though.

 

Yeah I've had one of those, as well as some of the old 302 Z28 solids. They run pretty good. On the other hand, look at the lift #s; that's pretty pathetic by modern standards, don't you think? Remember they didn't have valve springs worth anything back then. You can get much better profiles than that nowadays. Look at a Comp 282S for comparison. I've also had one of those, and it ran a whole lot better than that one.

COMPETITION CAMS CAMSHAFT SPECIFICATION SHEET

PART # 12-223-4
GRIND NUMBER: CS 282S-10
ENGINE: CHEV SML BLK 265-400
INTAKE EXHAUST
VALVE ADJUSTMENT .022 .022
GROSS VALVE LIFT .495 .495
.015 TAPPET LIFT 282 282
VALVE TIMING OPEN CLOSE
AT .015 INT 35 BTDC 67 ABDC
EXH 75 BBDC 27 ATDC
THESE SPECS ARE FOR CAM INSTALLED
AT 106 INTAKE CENTER LINE
INTAKE EXHAUST
DURATION AT .050 236 236
LOBE LIFT .3300 .3300
LOBE SEPARATION 110
THIS CAM SHOULD USE SPRING # 981-16

Also, the "346" third-design racing cam is a better factory profile.

COMPETITION CAMS CAMSHAFT SPECIFICATION SHEET

PART # 12-107-3
GRIND NUMBER: REPLACEMENT FOR 3849346
ENGINE: CHEV SML BLK 265-400
INTAKE EXHAUST
VALVE ADJUSTMENT .024 .026
GROSS VALVE LIFT .485 .485
.016 TAPPET LIFT 346 346
VALVE TIMING OPEN CLOSE
AT .016 INT 63 BTDC 103 ABDC
EXH 111 BBDC 55 ATDC
THESE SPECS ARE FOR CAM INSTALLED
AT 110 INTAKE CENTER LINE
INTAKE EXHAUST
DURATION AT .050 254 254
LOBE LIFT .3230 .3230
LOBE SEPARATION 114
THIS CAM SHOULD USE SPRING # 981-16

Those old motors were alot of fun in their day but we've learned a thing or 2 since then. Specifically, if you're interested in a solid lifter cam like thath, call omp and se what they can create in a dual pattern one, like the Xtreme series. That would be the best possible flat tappet design for the street IMHO.

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"So many Mustangs, so little time..."