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What's the importance of stock appearance when you can clearly tell it has an aftermarket cam and headers? :shruggy: My guess is it's the tune, not the cam, causing issues. What carb changes did you do after installing the cam?

This^

No. There are far more variables involved than simply 1st x axle gear ratios for determining 'best ratio for acceleration'.

Why is 10:1 'magical'?

This is off topic, but since you mention it, I have to ask...what's 'magical' or 'ideal' about this? I've seen it mentioned on this board before and still don't understand...

Hydraulics are adjustable at the MC. Rod that attaches to pedal is threaded...or should be at least.

Ha, yeah...saw that after I posted. Still like the idea of a ceramic coated tube feeding air from anywhere else...

There's a guy on here w/ a mid-late 70's Magnum or Cordoba w/ a centrifugal on it...can't remember if it was a Paxton or Procharger. Low 10's if I remember correctly. I'd have to do something about where the blower pulls in air...I'd be scared of just sticking a filter on the backside of...

B1

Save your $

If trans bolts were loose, verify converter to flex plate as well...

Converter, gear, tire diameter, gross weight, cam, compression, heads/work, exhaust please. Ron, you have MW sized stuff on yours, no?

Agree w/ Ron and Sshaft's points. Just throwing some more food for thought out there... RB intakes will have more runner length than the same intake for a B. This lowers the RPM at which the intake is tuned for. As displacement increases, port cross sections must increase as well to maintain...

I'm curious why one would choose a cam described as below for an engine that is over 100 ci bigger w/ different bottom end geometry and flow requirements? Please teach me.

4L80E is really expensive once you get everything to make it work. I'm pretty confident 2004Rs can be had that can handle just 650 hp. Lotta turbo Buicks in this world.

Give any thought to a custom cam specific to your combo rather than a one-size-fits-all off the shelf grind?

FYI...this is what a Helmholtz resonator would resemble (all the junk hanging off the tube). Purely an acoustic application to reduce the volumes of certain frequencies - in this case the sucking sound the intake manifold makes for NVH purposes.

It's just aluminum. You can add material and mill/grind to your hearts desire. Making parts fit your needs/desires is the essence of hot rodding, and unfortunately becoming a lost art.

Yup, emission controls crap. Not sized as a Helmholtz resonator. Only app I've seen for a HR in exhaust is downstream by the mufflers (or in mufflers) to reduce drone.

Good suggestion. This is the direction I would go as well.