Pocket port the intakes, fully port the exhuast and clean up the intake manifold itself, especially the plenum area. There's power to be had by doing some port work on the heads and intake.

Go up a little in the cam size, Comp makes a solid flat tappet that is 256/266 @ .050 with .589/.606 lift, on a 106 LSA (I think those numbers are correct, it's been awhile since I looked.) I ran that cam for awhile and it worked real well. It ran 10.80's in 2v headed motor with a best of 10.52 shifting at 6800.

But, don't hold me to this, but I think it said: "10.5 compression, minimum 3500 stall, good for heavy cars,"....umm....I cant remember the rest.

I have cable so here is the info on that cam.

SOLID-Excellent torque for heavy cars, 3500+ stall or 4 spd with 10.5:1
compression.
Valve Setting .028 .030
RPM Range 3800 to 6800
Part # 32-644-5
Cam Grind Number 294B-6
Duration ADVERTISED 294 304
Duration @ .050 256 266
Valve Lift w/1.73 .589 .615
LSA 106?

I waited almost 15 minutes, and it still hadnt loaded, so I gave up. I actually though something was wrong with Comp's site.

I suspect you could use the compression. Your combo seems to be hitting "the numbers" with its ET/MPH combo.

I have done extensive porting on the C heads now and have posted my latest results on my website: http://flowmotion.home.comcast.net

I had a crower in it and the car body rocked too hard for my street liking, so I opted for the crane unit, it really wasn't that much tamer for the work invested. thinking of putting that crower unit back to gain the power back.

Crower is a .569-.580 254-258 @.050 with 105 lobe center

Crane unit is the same one you got.

Thing to remember is when you shorten that lobe center things get real bumpy.

quote:

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Originally posted by 70coupe:
I would like to gain some ET without going to a roller cam. I prefer the simplicity of the the solid flat tappet. I would like to go with flat top pistons once again so I can continue to run 100 octane avgas. This will be a new motor, I am putting my other one in the corner for a rainy day. My current best with the motor below is 11.78@112. My car weighs 3235 with me in it.
351c with unported closed chamber heads,screw in ARP studs,severe duty valves,Harland Sharp roller rockers and Comp cams 10 degree retainers and locks. The block is .040 hard blocked with TRW forged flat tops with 10.5:1 compression. The rods are currently stock but have been polished and peened with ARP rod bolts. My cam is a Crane solid .570/.590 with 246/256 duration @.050 and a 108 lobe center. Intake is currently a single plane torker (would prefer a Holley strip dominator or Parker funnel web). Carb is a 750 HP pro series carb with a 2" HVH super sucker spacer.

Transmission is a full race C4 with a manual valve body and tranny brake. The converter is a Dynamic 8" 4500-4700 converter.

9" rear end with 411's

Any cam recommendations or whatever let me know, I will be starting on it in the next few weeks.
Thanks,
Brian

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quote:

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Originally posted by 70coupe:
Well, that looks like the cam to me! Looks like a perfect fit. I dont even think I'll need to cut the pistons but I will check.

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With the domed pistons I was running I had a ton of valve to piston clearance using it. I did use it for a short while in a 4v headed motor, and it also had a ton of P/V clearance. It's best to check, but I bet it will be fine.

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• 71 Mach 1 Ram-Air
• 351C 4V 285 HP
• F-G/Stock Aut
  
• Stockers are way cool!

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351c 4v clsd heads
60'1.580
1/8 [email protected]
1/4 [email protected]

[This message has been edited by 70coupe (edited 10-14-2003).]

If you go with a 104-106 LSA, it will bring the mighty Cleveland to life, but be SURE to have an exhaust with pretty much ZERO restriction... or all that extra overlap will do is cause the exhaust to back up into the cylinders! The carb will turn black in extreme cases, and it won't run for sh*t.

Good Luck!

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• 71 Mach 1 Ram-Air
• 351C 4V 285 HP
• F-G/Stock Aut
• Stockers are way cool!