03-08-2010, 12:51 PM
Intake porting is complete and the smaller cam is in. (I'll get a few requisite pics up soon)
The old cam was 254/260 @ .050 with .600 valve lift. The new cam is 242/242 @ .050 with .610 valve lift. Normally on a Gen 1 SBC, you have to drop the oil pan to remove and properly reseal the timing cover durng a cam swap. The front of the oil pan seal goes into the bottom of the timing cover. Since I am not car ADD, but very engine ADD, I opted for a three piece timing a few years ago and it made the job much easier, I simply would not have done the swap if I didn't have that cover. The face of the cover can be removed without comprimising the oil pan or cover-to-block seal. This cam should move the power curve much lower (and lower the power potential) which makes it much easier on everything and improves driveability.
I am going to shift gears now and get the bushings replaced on the front end and go with a more agressive alignment.i.e. camber something < 0. So the next learning point will be DIY alignments. I have a lot to learn on this. I'm used to just doing OEM alignments on a rack, "set the toe and let it go" as it were.
The old cam was 254/260 @ .050 with .600 valve lift. The new cam is 242/242 @ .050 with .610 valve lift. Normally on a Gen 1 SBC, you have to drop the oil pan to remove and properly reseal the timing cover durng a cam swap. The front of the oil pan seal goes into the bottom of the timing cover. Since I am not car ADD, but very engine ADD, I opted for a three piece timing a few years ago and it made the job much easier, I simply would not have done the swap if I didn't have that cover. The face of the cover can be removed without comprimising the oil pan or cover-to-block seal. This cam should move the power curve much lower (and lower the power potential) which makes it much easier on everything and improves driveability.
I am going to shift gears now and get the bushings replaced on the front end and go with a more agressive alignment.i.e. camber something < 0. So the next learning point will be DIY alignments. I have a lot to learn on this. I'm used to just doing OEM alignments on a rack, "set the toe and let it go" as it were.
Current: 1985 LS1 Corvette | 2014 328i Wagon F31
Former: 2010 Ford Edge | 1999 Integra GS
I have a little bit of a rub near lock but if you are turned to lock on a track there are other problems already...
Former: 2010 Ford Edge | 1999 Integra GS
I have a little bit of a rub near lock but if you are turned to lock on a track there are other problems already...