What’s the biggest cam a stock appearing

I think this cams powerband in 3500-5500
So I would want a converter up more in that range. So I could see gear change gaining you maybe .2-.25
Heads maybe .2.
Compression maybe .15 maybe more
Converter maybe .2 of course if you are going to a stick you will lose some weight and you can launch whatever you want. So you will get there.

 

Last summer I bought a coan 20320-3 converter 265mm with about 4000 stall. I removed my JW 3500, and installed this. Haven't been back to the track yet, but this thing is awesome!
It goes into gear with a thumb, it is so tight. Drives away like a stock converter. Hit the throttle at a dead stop, it goes to 5000 so fast and stays between 5000-5500 all the way through the gears when I'm playing with it. No way this is going to slow me down. Most people will say that's too much. Don't believe that. Dalquist said he gained about 3 mph and 3 tenths replacing his $500 3500 coan converter, with this $1000 custom built coan and it doesn't even build enough heat to require a cooler. Slippage is 3-4 %.
This means that if I swap my 3.73 gear back to a 3.42 gear, it will increase stall even more to make up for a higher gear. I expect 7.40's in the 1/8 mile next time out.
My engine has stock 1970 Buick pistons, cheap cast rings, stock rocker arms, about 150 lbs compression and runs 7.5's in the 1/8 mile with 1.63 60 ft right now. Can't wait to try out this coan converter.

 

The TA 310 cam works really well with exhaust manifolds especially if you set the intake centerline at 110. I have a special TA cam in my 462 Buick it is 540" lift with duration of 228/242 at .050 ground on 116 LSA and I set the intake at 110. This cam is awesome as it idles at 750 rpm with no lobe, maybe a little when the engine is cold, and makes 15" of vacuum at idle. This cam pulls hard from 2000 - 6200 rpm. I have a 28oo stall Art Carr converter ( the original Art Carr) The ramps on this cam are extremely fast for a Hydraulic flat tappet so it requires Beehive springs to reduce valve train weight. My car has run as quick as 11:15 at 121 mph with exhaust manifolds and full exhaust with 2 1/4 tail pipes and 255 drag radials in Bowling green. Its all in the combination,

 

What static compression are you running Impressive times.

 

12/1 when it was 11/1 the car ran 11:28@119 the car now runs on E85 which we have at the pumps.

 

Did you ever get to try this one out

 

Very impressed.
How about weight?

 

Iron intake, who does your Q jet. What compression. Very impressive times!

 

Duane's GSX after tweaking the "combo" , finally ran some 11:20's several decades ago. And would average 11:30's. The cam used was the Lunati Cam AKA: HEMI KILLER . It was used because that particular cam was/is a "legal" NHRA stocker cam with the "advertised" NHRA "factory" specs of a STAGE 1. We knew it wasn't the ideal cam for the combo even back then. But since we were planning to go up against a HEMI in the "round three" we wanted to be able to show a cam card of what we were using "in case" we got into any controversy related to the combo. IE: Show STAGE 1 "specs". And for "round three" It got the job done. There is for sure a couple of tenths in a modern day cam grind ground specifically for the combo. The engine is what it is, being built in the 80'S and refreshed in the early 90's. And car weighing in at 3800 LBS. It is all Iron and has all the correct castings and casting numbers. No 430 exhaust manifolds or 67 430 heads etc... It will always have the correct castings, look correct. The perspective : Is, to keep the car looking all original especially under the hood with the correct Iron casting for the year. And being an original GSX .It can also be displayed and do well at the car shows.

 

3850 with me in it

 

12/1 compression, I build my own QJ's and the intake is a stock appearing B4B.

 

I will just say. WOW

 

Instead of starting a new thread I thought I would ask here. I’m getting ready to order my hydraulic roller camshaft and would like to run BSA. I definitely don’t want a completely smooth idle and was wondering what everyone thinks the most lope I can get by with? Would something comparable in idle to the ta413 be smooth enough for the other racers? Everyone knows the camshafts aren’t cheap so I need to nail this the first try.

 

If the car has the BSA required manifolds and full exhaust, and your cam works with that, the cam should pass. We’re a lot pickier about how it looks than how choppy it idles.
Patrick

 

I posted my previous Wild Cat build earlier in this thread (2019) but since, have bought another '70 GS and had Jim at TSP build me another BSA motor. This one is a 475 Stroker (stock bore) with 10.42 CR, TA Stage 1 aluminum heads, stock iron intake and exhaust manifolds (ported) and a 2 1/2 in. mandrel exhaust thru Walker Super Turbos. Converter is Jim's 9 1/2 in. with about 2800 stall.

The cam is a Comp Cams custom hydraulic Roller with TA roller rockers. Specs are 230/244 @ .o5o, .590 In, .565 Ex lift on a 112 Centerline. The motor was dyno'd at 502 HP with 35 deg timing at about 3500 rpm. Idles at 775 in neutral with a noticeable lope and runs fine with 93 octane pump gas. Vacuum is a solid 15 at idle.

I ran in BSA in 2022 and went 12.49 @ 108 but couldn't make the finals due to a broken rocker arm on the then stock rocker setup. I've since installed the TA roller rockers and the car now runs 12.20s at 110 mph with a soft launch on MT drag radials (1.80 short times). It's probably a high 11 car with a harder launch.

 

Camshafts have come a long way . So many much better profiles available today . When I owned the 71 Stage 1 Convertible that was featured in HMM March 2012 issue. I removed the original numbers matching engine and trans to preserve it. I had a low mileage 1970 Rivera engine and trans that I installed to preserve the original powertrain. We went with a stock appearing format. It was 100% stock with the exception of Stage 1 heads. But 100% stock Stage 1 heads 1231786 castings with absolutely no port work. And a 118 style cam. A stinger ignition and a 2 1/2 mandrel exhaust . Exhaust manifolds were mildly ported but no other port work on the basic engine was done. The engine itself remained stock except for the 118 L/C cam. It had stock 3:42 gearing. It ran 12:50/12:60 all day long @ 107/108 MPH. The last trip to the track before we did the frame off resto on the car it ran a 12:47/108. There are some pictures of the car running at the track in the HMM magazine article. I drove the car with that Riviera engine combo for about 5 years. Duane's GSX engine combo is now going on 30 years old. Have been talking about modernizing the combo. Especially in terms of a new and improved cam.

 

Wow! A stock ‘70 drivetrain with a 118 cam running that fast? I'd venture an educated guess that the motor was a lot more than stock internally with just the 118 cam. How about compression?

 

Yes it ran well. Mid 12'S with stock engine ,except 118. Including the stock trans. The TH 400 trans was stock too. But had a factory switch pitch and a shift kit. I started running it with Hoosier Quick Time DOT. But it wouldn't hook with them.
So I switched over to a pair of slicks. I actually drove the Convertible with that combo with the quick time Hoosiers in the trunk all the way to to Columbus and Englishtown from here, and ran it at both tracks. When there was a PENN/OHIO Chapter meet. And then at a NE Chapter meet at E Town. It has a real nice idle, and has 18" of vacuum. The engine came out of the 71 Stage 1 Convertible when we restored it. I still have it here on an engine stand. I have a 1971 Stratomist Blue X that is under going a full frame off resto right now . We will like wise put aside the matching numbers engine and trans from it. For safe keeping. And install this very same engine combo in the X . It will be interesting to see how it continues to run in a lighter hardtop?
Will probably go with less rear gear though. No point in changing anything. It can drive any where on pump gas. Mid 12'S is plenty fast. For a car I plan to drive and travel with.