Maniacmechanic1
solid fixture here in the forum
All the Old Timers knew Best Grumpy, Run Open headers with collector extensions, seen many early Widetracks set up that way in photos recent FB car groups ! Race car then too !
I know.As you may have gathered, I generally prefer, using
these are some other companies Ive had nothing but good results from
CROWER
http://www.crower.com/media/pdf/chevrolet.pdf
CRANE
http://www.cranecams.com/uploads/catalog/Crane Cams Master Catalog.pdf
ERSON
http://www.pbm-erson.com/UserFiles/Documents/Catalogs/2013 erson catalog.pdf
http://usaperform.com/-c-154_206.html
HOWARD
http://www.howardscams.com/howards2015.pdf
https://howardscams.com/c-1268612-camshafts-and-cam-lifter-sets.html
HERBERT
http://www.herbertcams.com/herbert-cams-cam-kits/
ENGLE
http://www.englecams.com/downloads/2010_engle_catalog.pdf
before, you start reading through the thread and links below,
Ill point out that I've done the forensics on quite a few failed cams over the years,
that guys have brought to my shop and Id say about
60% of the failed cam lobe & lifter problems were traced to a failure to check clearances or correct valve train geometry issues , like coil bind, rocker to rocker stud, or rocker to adjustment nut clearance, retainer to valve seal, clearances or rocker geometry, use of the wrong spring load rates for the application,or failure to check valve train or push rods binding issues like rocker to retainer, push rods binding on guide plates or heads,etc. before they became an issue.
about
10% were traced to failure to remove metallic or other trash, generated by a previous cam failing from the engines internal oil passages, or failure to carefully clean the engine before installing the new cam, and components, ( use of shrapnel screens and magnets help a great deal in this but can,t remove all trash as some is non-magnetic)
5% to low quality components, or miss matched parts, like the wrong spring load rates for the application, and perhaps
15% of the failures due to using the wrong lubricants , or not nearly enough moly cam lube on the lobes and lifter bases or setting up the oil supply system correctly, or use of a high quality oil and filter, and a failure to change that oil and filter regularly after the first few hundred miles , the remaining
1o% were from unknown causes but more than likely due to a failure to correctly break in the cam,or properly adjust the valves before the engine break-in process or carefully check and re-adjust the lifters rapidly during the break-in process
http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/
http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
Yes. Thinking value for your money and power delivered. Pontiac 455 and BBC rule.As I'm sure your well aware,
the vast majority of stock production PONTIAC heads ,
were designed to maximize lower and mid rpm torque, most O.E.M, Pontiac engines,
were designed to operate in the under 6500 rpm power band.
at that they succeeded, the engines produced exceptional torque,
and when properly set up and properly geared,
the cars produced very competitive performance.
Ive built dozens of 389,400,421,428 pontiacs
theres no doubt they can be built to provide decent power
most benefit from new aftermarket connecting rods and better after market heads