440 cam help

[Auzdart]

Hi all,

I have a 67 Belvedere.
I am wanting to replace my current cam for more power. Mopar 528 solid ([email protected] - 0.528 lift - 112)
I am finding this a total mine field and not getting many responses from most cam company's.
I figure there must be guys with similar combos running more cam.
The 800 DP is planned to be swapped for a 950 DP in the near future
A single plane would be nice but the hood clearance is an issue.
I would consider a rear end ratio change.
Any suggestions for mechanical cam for max power with this combo and a suggestion for the mods above.
More strip than street.


440 .030 over
stock stroke steel crank and rods. ARP bolts
KB 236 hyper 10.5-1 comp
452 heads with mild home porting. 2.12in - 1.74 ex
Edelbrock RPM
800 DP
MSD distributor
1 7/8 headers
727
3200 stall.
3.55 rear end.

Thanks.

 

[lewtot184]

i you played with lash settings? the recommended .028/.032 isn't the best in my opinion. the .528 is a good cam. i'd try .022" lash first and then if not satisfied make a change.

 

[padam]

You think you’ve been in a mine field before, just wait … and don’t move around too much

 

[Auzdart]

Currently at .024".

You think you’ve been in a mine field before, just wait … and don’t move around too much

haha, this could go anywhere from here..

 

[451Mopar]

Get the cylinder heads flowed to see where your flow numbers are at. Not sure about the exhaust flow with the 1.74" valve?
I am thinking that getting more head flow will make a bigger difference than a cam.
With the 3200 stall and 3.55:1 gears, I don't think you would want more than 250 @ 0.050" duration?
A quick look, maybe something like the Hughes Engines STL4650BS cam: https://www.hughesengines.com/Index...&level2=RmxhdCBUYXBwZXQsIFNvbGlk&partid=30279

 

[RemCharger]

Hi all,

I have a 67 Belvedere.
I am wanting to replace my current cam for more power. Mopar 528 solid ([email protected] - 0.528 lift - 112)
I am finding this a total mine field and not getting many responses from most cam company's.
I figure there must be guys with similar combos running more cam.
The 800 DP is planned to be swapped for a 950 DP in the near future
A single plane would be nice but the hood clearance is an issue.
I would consider a rear end ratio change.
Any suggestions for mechanical cam for max power with this combo and a suggestion for the mods above.
More strip than street.


440 .030 over
stock stroke steel crank and rods. ARP bolts
KB 236 hyper 10.5-1 comp
452 heads with mild home porting. 2.12in - 1.74 ex
Edelbrock RPM
800 DP
MSD distributor
1 7/8 headers
727
3200 stall.
3.55 rear end.

Thanks.

Have you ran it down the strip yet?
What are the goals/ expectations

 

[PurpleBeeper]

These guys are asking the right questions. I would be inclined to swap heads instead of the cam.....or more gear if you don't street drive much....or a nitrous system

 

[ruffcut]

Better flowing heads. ruffcut

 

[Geoff 2]

"..max power with this combo.."
I would say with 'home ported' factory heads your current cam is well suited. Once you get up into the duration of your current cam, bigger cams are merely 'power shifters': they take power from the lower end & transfer it to the top end.
Your 67 Belv was sold here as a Dodge Phoenix. I remember them well & they are quite heavy. Car weight becomes another consideration.

 

[WileERobby]

These guys are asking the right questions. I would be inclined to swap heads instead of the cam....

Bingo.

 

[Auzdart]

So no cam upgrade due to head flow restraints. Got it.

These guys are asking the right questions. I would be inclined to swap heads instead of the cam.....or more gear if you don't street drive much....or a nitrous system

So what ratio would see a benefit?
Can I safely run nitrous with a duel plane?

"..max power with this combo.."
I would say with 'home ported' factory heads your current cam is well suited. Once you get up into the duration of your current cam, bigger cams are merely 'power shifters': they take power from the lower end & transfer it to the top end.
Your 67 Belv was sold here as a Dodge Phoenix. I remember them well & they are quite heavy. Car weight becomes another consideration.

A Dodge Phoenix was a Plymouth Fury, C body. Not a B body

 

[oldkimmer]

Get the cylinder heads flowed to see where your flow numbers are at. Not sure about the exhaust flow with the 1.74" valve?
I am thinking that getting more head flow will make a bigger difference than a cam.
With the 3200 stall and 3.55:1 gears, I don't think you would want more than 250 @ 0.050" duration?
A quick look, maybe something like the Hughes Engines STL4650BS cam: https://www.hughesengines.com/Index...&level2=RmxhdCBUYXBwZXQsIFNvbGlk&partid=30279

He would never be able to run that cam without shortening the guides. Needs new springs also. Then what other work would they need? Aluminum heads are a no brainer. Kim

 

[RemCharger]

I think the edelbrock e street heads have a smaller chamber than source heads, and flow more.
Not much more money.

 

[PurpleBeeper]

So no cam upgrade due to head flow restraints. Got it.

So what ratio would see a benefit?
Can I safely run nitrous with a duel plane?

A Dodge Phoenix was a Plymouth Fury, C body. Not a B body

You'll see a noticeable improvement with 3.91 or 4.10 gears, BUT you basically can't drive on the highway anymore.
Sure, you can run 100hp-150hp nitrous on a stock engine

 

[RemCharger]

You'll see a noticeable improvement with 3.91 or 4.10 gears, BUT you basically can't drive on the highway anymore.
Sure, you can run 100hp-150hp nitrous on a stock engine

Sure a stock engine.. but throw in some kb hypers without knowledge of the ring gaps...
Might think twice

 

[451Mopar]

He would never be able to run that cam without shortening the guides. Needs new springs also. Then what other work would they need? Aluminum heads are a no brainer. Kim

Yes. The amount of work on the heads already done is unknown to me. They can be made to work, and even ported to a high level too but that takes time and money.
Aluminum heads are a performance value to me. They correct many issues the iron heads have. First they are way lighter. They do away with the weird exhaust port and heat crossover. They have larger than stock stainless steel valves that use the more common single groove retainer locks, and the heads have hardened seats for unleaded fuel.
Most have the spark plug relocated away from the edge of the chamber, and most are usually closed chamber with smaller chamber sizes. They flow more than stock, but because you have ported heads, and without knowing what they flow, I can't say if the actually flow more out of the box? Aluminum heads are easier to port and repair if they get damaged.
With all those advantages, the aluminum heads still need to be checked for quality before bolting them on.
There are many different heads to choose from, and the cost, quality and airflow need to be considered for your application.
The heads aimed more as a replacement will usually allow you to use your stock rocker arms, where the heads aimed for racing normally require special offset rocker arms.

 

[Auzdart]

Sure a stock engine.. but throw in some kb hypers without knowledge of the ring gaps...
Might think twice

School me on this. I did not build this engine so I don't have the ring gap detail. Are the ring gaps tighter in a hyper?

 

[RemCharger]

These pistons transfer heat into the rings. So the rings expand more than other pistons, and therefore require larger gaps. Especially with power adders. Not enough gap- rings but and seize in the bore.

 

[Geoff 2]

Yes, as above, larger gaps. Could be why these pistons break & get a bad name because the ring gap was too tight.

 

[Gunner1]

I bought the CNC ported Stealths. Flow with my Isky 292 cam is 278 at .500 lift, [email protected]. Don’t know where that would land on your combo. Mine were 2600 to my door with the upgraded springs, retainers and 7 degree locks.