Billet roller cams and odd fire uses same bolt on fuel pump/ distributer drive. Should be something available.
Just to add some clarification to this assertion (slightly off-topic here, but interesting and still somewhat relevant), I'd like to take the TA 310 cam as an example. A straight pattern cam, with .499 lift @1.55rr, 232 @.050, 284 @.006, 110 LSA installed straight up (0*/0*), giving it 64* overlap @.006 and 12* overlap @.050, with a 72* IVC point, setting SCR to 10.33:1 for 7.75:1 DCR, among other settings and moderately ported heads with headers were simulated. I wanted to keep the valve timing events the same before and after bottom dead center, but placing the events a little bit later after top dead center for better idle characteristics, vacuum, and a better effect of scavenging using the Buick 350 iron head design, which tends to 'want' more exhaust emphasis. While the 310 cam does excellent as is installed straight up, tweaking it a bit as previously mentioned to performance cams does show an improvement in this environment. I took intake durations and shifted them 4* less while adding 4* duration to the exhaust sides (for both .050 and .006--making them 228/236 @.050, 280/288 @.006), keeping the same LSA of 110, but installing it at 112* ICL (2* retarded). I also added .010 lift to the intake and removed .010 from the exhaust (a trade to emphasize intake lift a bit more) for a total of .509 intake and .489 exhaust. Overlaps stayed the same. This keeps the events the same for the bottom dead center, while shifting them a bit after top dead center, and what it showed was an increase of both horsepower and torque at the same RPMs, keeping the powerband the same. Nothing other than the cam was changed, and the IVC point was the same @72*, so DCR stayed the same too. Food for thought.
Yes, TA does, see Larrys post #62 All it does is stops any forward movement of the cam, hence the term "bumper" it will occasionally "bump" the cover.
The last cam I installed and degree’d, had to jump a tooth to match the card. TA cam. No biggy… Just making the point, that it’s very important to degree every cam. This was on a 455
see how time flies! then all 3 of us should be that fast or is it the alum heads doing it i understand mine is old then Mart should be 12.80 he has the most I bet it is that loose 3500 convertor since I did have one at one time and I could footbrake it to 3 grand, that will net you a 1.80 60 ft and that makes a big difference in time.
Yep, seems that recipe worked in 2016 to join the 12 sec club. Hard to believe with a 336 gear and no tach, leaving it in drive has got you guys waxed. Someone should just duplicate Jr's combo. That's why I asked abt Mark's cam. Thought it was close to Jr's.
That’s what I, myself and others would like to see, especially you Guy, here you and I are, going to the track with our 350’s I’m whittling down my 13s your in the high 12s on the bottle, and here’s a NA 350 almost in the mid 12s and we hear crickets! I’d be shouting it from the rooftops if my full weight 350 w/3.42 gears got to 12.99
you had a 1.89 60 ft that is good, if we can work on that part you can eek out a little faster. On your 2nd run I could hear you bark the tire when you hit second when I listen to the vid. have you done anything to carb and does it still have original jets in it or was that changed any?
Again, didn’t read the whole thread. But! Be careful reading and/or using your MPH as a solid indicator for anything. IE, everything being equal. when hooking dead without spinning, there are times when hunting for that E.T. You may lose a little MPH. Why? Because you lose “time” getting to the line thus reducing the amount to build speed. Quicker doesn’t always mean faster. FACT If you’s want…ask me how we know this.
Has the original IIRC 82/92 or 88/98 jets, I DID try a bit leaner but it slowed down, I’d have to look at my notes on my time slips.
