Running it in what cid motor? The overall combo / set up as you say is the key to making the most out of what you have!? Under the overall combo heading is the weight of the car , it's trany and rear gearing also.
Not to hijack but thread related question. How does this cam 288 94H compare to the 290 94H for performance and streetability? I looked at TA's website on the lift ratios and lobe seperation etc and these two cams are very close to one another.
Why do you say that, Larry? Is it too mild for alum heads? I have this cam w/ Gessler-ported Bulldogs but have yet to fire it up. 464" Wiesco flat tops, headers, SP-1, Q-jet, 3" exhaust. Probably 11.5 to 1. I always thought I shoulda gone more aggressive? Best, Ranger Aiken, SC
It has 10* more exhaust duration than intake duration. That is meant to crutch the iron heads. Is it too mild? Not for aluminum heads in general, but it might be if you are running 11.5:1 SCR. That cam puts you right at 8.4 DCR. That's right on the upper limit for pump gas. http://www.empirenet.com/pkelley2/DynamicCR.html
The 288 94H is 2000-6000 range where the 290 94H is in the 2200-5200 range so is that not in the same range?
It is, I was looking at an old catalog picture. I have to update my files. I would expect those cams to produce similar results depending on ACTUAL static compression and head flow.
Thanks, Larry, but I'm running second generation Bulldogs. While the intake port was wonderful, and cleaned up nicely w/ little work from Gessler (310@500"), the exhaust port sucks. The bigger-than-stock exhaust valve actually made things worse, from what I've heard. Thus, Gessler was able to get no better from my exhaust than what he was able to get when he did a max-port job on my iron heads (185@500"). So, I needed more exhaust duration. Thanks for computing the DCR, but I knew I was at the upper limit for pump gas. What cc did you use for your computation? I still don't know the cc chamber volume of the 2nd Gen Bulldogs. Surprisingly, Gessler didn't mention it on his paperwork, either. He said he milled the heads, or at least one head, to equalize the volume on both heads, but he never said what volume it was! So, I guess volume could be anywhere from 67-82?? I have Wiesco flat-tops, .020" in the hole. Thanks, again! Best, Ranger Aiken, SC
You told me 11.5:1, so I took you at your word. I don't need to know how many cc's you have if I/you know the SCR. I just make the compression ratio section of the calculator read 11.5:1, then compute the DCR using the cam timing. You have way too many unanswered questions about those bull dog heads. I suggest you pull it apart and actually measure everything so you know. Any thing else will be a guess.
Larry, Yeah, you're right, I did tell you 11.5, but it's just my guess. Brian Earrick told me comp would be 12-1 w/ Weisco flat-tops and Bulldog heads if pistons were flush w/ the deck, as he was building one like that. But I don't know how competent he really was; know he was a bit of a crook, tho. Nobody seems to be able to tell me how many cc's the Bulldogs had, either first or second generation--even some guys that have and run them--like Gary. I'm too old and lazy to pull it apart at this point. I've measured everything except the cc's. Head gaskets are stock Victor, and pistons are .020" in the hole. Guess I will just have to see if it knocks badly when I get it running. Surprised that Gessler, meticulous as he was, didn't write the cc's on the paperwork. Thanks, again. Best, Ranger Aiken, SC
Slightly less duration, slightly tighter LSA, about the same overlap @.050". That cam will pull stronger in the midrange and still rev to 5700. Peaks probably at 53-5400 in a 455. In a heavier Riviera(?) it is just what you want. My fairly heavy '76 dipped into the 11's a bit with something very close to it. Bigger is not necessarily better in a heavy car. Even the best aluminum heads need extra duration on the exhaust although Stage 2's would need less than Stage 1's. The DCR doesn't take into account the heat dissipation of the aluminum heads so that will take the equivalent of maybe .5 to .75 off the DCR. Still going to be close. Maybe try retarding the cam 4*. That's a fairly mild cam for such a compression ratio so it will still be strong down low even retarded. Was the DCR checked at the usual +4*? If so check it out at straight up, 0* advanced. Can always bump up the cam later.
Thanks. Yup, the alum heads and intake shed heat much better than iron. I have the RollerMaster set and installed it at 8* advanced, to be able to degree it per the cam card. I don't know why that timing set always seems a bit "off," but I've read experience, having to install it w/ so much advance, is not unusual. Should have installed it only 4* advance, as you say. I never did check the DCR, as I still don't know the actual cc's of the second-generation--or even the first-generation--Bulldog heads. They could be anywhere from 67cc to 84cc. That's quite a range. I would think that somebody would know this. I even made a post about it coupla years ago, and nobody knew! Pretty sure I'll have to run a coupla gallons of race fuel per tank, but I'm okay w/ that. Thanks for your input. Best, Ranger Aiken, SC
No Lift are you speaking of the 290 94H cam in this statement? My car is a 69 Riviera with 455 yes, not sure what Ranger is running. Is this a good cam for my build? I do plan on running AL heads on my new build which you've commented on in another thread. Ranger, sorry for deviating your thread away from your question I'm not trying to hijack your post.
I will CC the set I have on the shelf for you,should be pretty close. FWIW, with a lot of work and valve/seat work we got the exhaust up into the 220's cfm.
Thanks, Gary. Seemed like I asked you about the cc's years ago and you didn't know. I guess that's why you will now CC for me! But don't waste too much time; just do one chamber, they can't vary that much. Wow, I had no idea the exhaust could really flow! Is that 220@.500"? Isn't that up there w/ the best that could be gotten from T/A Stage 1 heads? You and I may have discussed the issue at the Nats in 2012. I think you said you ended up putting a smaller exhaust valve in? Maybe back to stock size of 1.75"? Gessler did my set and it was the first set he did, but the heads came out slowly and not many guys had them and/or had played w/ them. In retrospect, I wish I had waited a bit and had someone experienced w/ Bulldogs do the porting. Brian Earick was kinda playing w/ them, but he ended up leaving our community under shady circumstances, sadly. Best, Ranger Aiken, SC
Yes I'm talking about the 290-94H in a Riv. If you can't back it up with a good high stall converter and steeper gears a smaller cam is a better choice in a heavier car. And that cam is not really that small. IMO it is right in the middle of a good street cam. Just not "racey". Mine was a custom Erson grind right at .500 lift. Good heads help any cam out. Dave Frieburger however thought it was small.
I got a JW 9.5" converter 3500 stall, built up trans, 3.08 rear posi gears and I'll have AL heads on a .30 over 0 deck 455
