I am rebuilding my 355ci small block which was a dog on the low end primarily because of big crower solid cam #00355 - 244/250 .503/.518 - 106 int c/l - to put into my camaro below -

so far I have added :-

H618cp hyperteutics - 0.125" dome tops (replace PAW cast knockoffs - TRW 2304 .100 dome pistons)

milled sportsman II's 64cc by .018" (hope thats right - .006" per 1cc formula - to 61cc's guess)

I also wanted to use a .015 head gasket

The above was intended to raise compression so that I could make better use of the big cam

However I have changed plans to try and build around a big cam - so my idea now is to abandon the big solid cam and Victor Jr. which was on the engine

putting in a generic brand hydraulic from PAW 214/224 - .443/.465 - 114 or 112 int c/l and a torker II from my current engine or my performer from my previous 305 setup

and use the gasket from the Summit rebuild engine gasket set - what do you think?


I intend to use more torque with my 4.11 gears and use 28in. slicks to keep the engine in the band of that cam - 1500 - 5500 rpm - to get my 85 to run better strip times without NOS (its a formula from "HOW TO RUN 11 SEC IN A THIRD GEN. publication - although the writer used a 406 instead - I know there is a big difference)

Best I did with big cam/Victor Jr and slicks with the Edelbrock 1406 carb was 14.2 - and 13.875 with 850 holley - when I added NOS 150hp system, the car did 12.8

what do you think about my new approach - thoughts on the intake and cam welcome - any gains to opting for the current 218/218 - .454/.454 in my current combo below (buying a different cam is not an option right now!!)

or should I go back to the big cam now that I MAY have stepped up on the compression (perhaps add .015 shim gasket) and see how that cam responds now??

Thanks for your help and advice in advance

Trevor

I presonally would like the smaller cam much more over the big solid cam. That's a lot of duration. Maybe you can advance the cam by 4 degrees to build more cylinder pressure?

If you're using 200cc heads, I would probably step up one size or two on the cam. 200cc is pretty large, and would be a big mismatch with that small cam (especially a Performer intake).

I'm a little confused. You are going to make a whole bunch of changes at the same time the way I read it.

From cast dome pistons to KB dome pistons.

From 305 heads to milled 64cc Sportsman II heads.

From a Crower solid cam to a PAW hydraulic grind.

From a Vic Jr to a Torquer II.

If I were you, I would just do the heads and pistons and see how it runs with your current cam. That cam needs some decent compression and DEFINATELY some heads that flow but it isn't that huge at all if you are running 10.5 - 11:1 compression.

As for the .015 shim head gasket. that is a definate yes if your pistons are at least .020" in the hole. If your block has been decked pick a head gasket that when added to your deck height gives you between .035 - .045" clearance between the heads and pistons.

Just my opinion.

I agree with Eric...keep the big cam (which really isn't THAT big) and try the higher compression. Also keep the victor jr...it is a better intake all around the the torquer. If you try using the high compression with the 214/224 cam it is going to knock big time unless you run race gas. What is your convertor flashing to now when you launch?

Eric 68 - I think I may have confused things for you - the current engine in my sig. was as a result of my spun bearing (oil leak)305ci - and is a claimer stock 350 to which I added the 305 heads just to keep my car going!

my 355ci was in the car some 2 years ago - and had the crower cam and sportsman II heads + 11:1 PAW cast knock offs of the TRW L2304

Two years ago everyone on this site, including you if I recall, condemned my combo owing to the rather large cam + victor Jr. killing my low end -
which was true - car was dead down low

so I have been rebuilding it slowly with the intention to raise compression to fit the cam - (by the way the pistons are Sterling / Fed Mogul hypers not KB)

hence milling heads, higher dome pistons + possibly a shim gasket

I was just wondering if the smaller cam + lower rpm band intake like the torker would be better overall given my 4:11 gear and 700 - for a real street & strip combo

TRAVIS, my convertor flashes at about 2800 right now

Since I've got the same cam as you, I'd like to comment on my experiences. You should be able to work around the BIG CAM. What does your car 60 foot? My car, with the same drive line as yours except I have a 350 turbo, will 60 foot 1.70 - 1.73. That was with a Super Victor and flat top pistons in a 355 (9.5 to 1). My cam is advanced 4 degrees. Your 700R has a lower first gear than a 350 turbo. Also, there will be a large RPM drop between 1st and 2nd. I would try and use a Performer RPM to boost mid-range torque. If possible, use some full length headers then try to fine tune everything. I have put the Performer RPM back on my engine but I've not got to the track to try it out yet. Maybe next week.... With this setup, my car runs in the mid 12s.

I didn't "condemn" your combo I hope . . . that's a little drastic. ;) But with the increased compression that big cam should work better now. It gets confusing if you change too many things at a time.

I`m just going to throw out what my combo is and runs, It`s not ideal, but you should be able to run some decent numbers with that cam. 9.5:1 approx. 355 chevy with speedpro hyperuetectic flattops. 64 cc Dart Sportsman 2`s with mild bowl porting by myself. Lunati solid roller: 245 @.050, .555 lift. Weiand Team G with 1" spacer, 750 double pumper, 1-1/2" shorty headers, 700R4 with 3600 TCI lockup convertor, 4.33 gears with Drag radials. This is a 4000 lb truck with driver and has run a best of 12.56 @ 108 mph with a 1.59 60 ft time. Brent

Thanks for the reinforcement guys - I am going to push ahead with the (not so) big solid cam and see how that works now I have worked on the compression

Will keep you posted when it comes together

Trevor

I agree compression makes an engine seem bigger. You're car will be a different beast with just the bump in comp.

Trevor,

Whatever you end up w/, you need to be between 9.75 and 10 to 1 CR so that you can run a decent 268 to 274 cam and the go!!

And it's best to create your compression using 4-notch flat-top pistons and small cc chambered heads along w/ THIN shim headgaskets for eff. for the burn, (i.e., combustion flame front deal is all)!!!

pdq67

Pdq I was thinking the same thing. If you insist on domed pistons as the means of bumping up the comp I wouldn't run anything except forged domes. It's easier with a larger bore or longer stroke motor to get decent comp running flat tops than it is with a 350. But it can reasonably be done if you zero deck it, run a .038 thick gasket to maintain the minimum .035" clearance running iron rods and keeping the combustion chambers small.

I'd also contribute the dead low end to the 200 cc runners on a 350. I'd look for a head that has the flow numbers you need with the smallest runner cross section you can find. For example AFR claims the new 195 Eliminators carry the same flow numbers as the old AFR 220 heads. If that's true they'd certainly have better low rpm performance as well since the smaller runner will help keep the velocity of the intake charge up much better than the larger ports. I know this will generate a lot of feedback from guys running 200 or larger heads on 350, nothing wrong with that, guys do it and they run great. Just keep in mind that as the intake cross section goes up the low end suffers and this seemed to be one of your beefs with your last combo. Also keep in mind how you plan to use the car. If it's not a street car, then who cares? If it's primarily a street car then I'd do some careful planning on the complete package first.

My last combo was a 12.5 static comp 350 with an old Gen Kinetics 300 .510 lift hydraulic cam. With M21 and 3.73 gears IF the tires hooked, and they usually didn't through the first 2 or 3 gears, you could lift the front tires off when you pulled into second gear. This was with a set of World Products iron S/R Torquers with only 171 intake runners. The car had better bottom and mid range power than any other 350 I'd owned or destroyed (not a 350 fan). I know I probably left some power on the table with the 171s, but that's the way I bought it and it shows you can build decent power with smaller runner heads. Just don't do it with cast hi dome pistons like the guy before me did. Two of them melted down and came apart, it was pretty ugly inside. Most guys like to go bigger on everything, but bigger doesn't always mean it'll run better. Also bigger usually means more $$$ to purchase, so you may save some cash and build a stronger running motor at the same time. Just my two cents worth.

Ummm, guys, this thread is like 4 years old ;)

It doesn't matter Travis, we're all learning something and typing away and having a good time, imho..

pdq67

I sure hope he got his combo worked out by now... :p
Ummm, guys, this thread is like 4 years old ;)