His 383 is stock with low miles, stock exhaust manifolds, runs good. This is in his RR with dual 2-1/5 exhaust, Dana with 3.54 gears and Passion 5 speed. He’s installing Trick Flow 240 heads, new six pack, roller rockers, new timing chain, new hydraulic roller lifters and of course new pushrods. This is a Howard’s cam. It’s not a racer.
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IMO, the cam is a waste of time money and throws power (torque) away needlessly because it’s on a wide LSA & has a low lift. It’s also a smaller cam than the factory put in @ birth.
What is the engines actual compression ratio?
Being it is a manual trans vehicle, I myself would look at a cam ground on a LSA of 108. Lift would be at least another .050 = .550 or better.
Here is another question to ponder. It is one I have also wondered about often since it is actually seen very often.
If your purchasing new heads, in which these TF’s flow very well, why is it those that get upgraded heads take very very little advantage of the heads high flowing ports?
For less money, the iron heads can get a valve job and bowl work. The resulting gain in flow should be very close to the new heads. While many will point to the weight savings, they also say it’ll never be raced. Then why are we really worried?
Also, if the valve isn’t being lifted very high, as in the cam you listed above, that’s in the sweet spot of a bowl ported iron head, then what’s the point of the high flow head?
He only advantage of the cam above is the roller tappets which “roll” over the flat tappet. They have a lower velocity against the flat tappet cam on initial and then some after.
Sorry, the way I see it, your building a slower car. The only plus is the six pack induction. I’d give it a thumbs up instead of a plus if you sealed it to the underside of the hood to stop sucking in hot air from the engine bay.