May '24 Chat -- MayDay, a holiday or a cry for help?
- Thread starter TheBac
- Start date
- Status
Im pretty sure I'm staying with the 317s. I currently have 2 sets one on the burb and another on the spare engine that needs rebuilt. And since I'm putting new pistons in, I can easily adjust for the bigger chambers..
From what I've found, Richard Holder being one of the guys, and forum searches seam to back him up.
His 6.0/408 stuff and test of 317 heads on a 408. Though he didn't see what TQ could be made with the 317 heads with his 408/afr245 setup comparison
Stripped LQ4 with electric water pump does around 410/440 HP/TQ with factory intake and 1 7/8 headers and 317 heads..
All out the stock 317 heads support 525-550hp if CR is bumped.
The TQ test which makes most torque with a 408 with AFR 245 heads.
Lm7 cam 191/190 468" 450/522 HP/TQ with at least 500tq from 3400-4800rpm
Crane 206/212 500" 114°lsa cam 515/556hp/TQ with at least 500tq from 2700-5400. Unfortunately Crane cams doesn't exist.
I'll be keeping the CR, 87 friendly so 9.5-9.75 range. Rough plotting the 212/218 cam I'm looking at and 317 heads should put me very close to what the 206/212 and afr245 heads did.
Should end up somewhere around ~475hp and nice flat 500+TQ power curve, be happy on 87, pull 17-19mpg again and be pleasant to drive.
Scream shot of his 408/AFR245 head setup video
I can today show ya an assembled SBC I did in early 90's in with serial # set 003 of AFR heads on it. I was also the first person to drop a valve in one and sent them back for repair the following week. Once they explained why ya couldn't spin a 1990 factory roller cam 7500R's, they've been fine head ever since...
I wanted a set of afrs 265s for the BBC in my wagon, they were still 2-3 months out and TFS 280s were available at the time so I went with them.
I heard some of the BBC boat guys running AFR were seeing issues with the valve guide being to tight for sustained high RPM straight outs the box a while back. Besides that I've only heard good things about em since I stopped playing with gasoline. TrickFlow was hot on the Fords back then..
Sent from my SM-S901U using Tapatalk
Sent from my SM-S901U using Tapatalk
Adam, TSP has a stage 1 truck cam similar to the crane cam. I think the stage 2 is still a better choice.
The added displacement will eat up the cam some. You can also custom order a cam if you want to change the LSA or something. They used to let you do it right on the site for an additional $25 if you wanted to change the LSA. But things have changed since the original owners sold TSP. I am sure people also made mistakes too when placing orders.
TSP Stage 1 Low Lift Truck Cam Specs: 208/214, .550/.550, 112 LSA
- Engines best suited for: 4.8, 5.3, 5.7, 6.0
- Desired Compression ratio for cam: 9.5:1+
- Recommended Springs Required: GM LS6 Single Beehive Springs
- Aftermarket Stall Converter Required: No, not needed
- Upgraded Rear Gear Required: No, not needed
- Operating RPM Range: 1200-5600
- Power Increase: Gains of 45 Horsepower and 21 Ft. Pounds of Torque!
- Drivability: Will drive just like stock after proper tuning!
TSP Stage 2 Low Lift Truck Cam Specs: 212/218, .550/.550 112 LSA
- Engines best suited for: 4.8, 5.3, 5.7, 6.0
- Desired Compression ratio for cam: 9.5:1+
- Recommended Springs Required: GM LS6 Single Beehive Springs
- Aftermarket Stall Converter Required: No, not needed
- Upgraded Rear Gear Required: No, not needed
- Operating RPM Range: 1200-5800
- Power Increase: Gains of 51 Horsepower and 23 Ft. Pounds of Torque!
- Drivability: Will drive just like stock after proper tuning!
BTR also has a 206/212 cam https://briantooleyracing.com/btr-camshaft-gen-3-4-truck-stage-1-v2-btr30612120.html
BTR STAGE 1 TRUCK CAM V2 - BTR30612120
SPECS: 206/212 .553/.553 112+0
I don't condone using Comp Cams but they also offer a 206/212 .515/.525 112 LSA SKU CL54-408-11
I too would choose the stage 2. A 408 can handle a huge cam and still have manners.
is your set up on a stroker motor?
The comp cam I'm looking at, is slightly bigger than the stage 2 you posted brick
#54-424-11, specs 212/218° 558/563 115LSA
#54-424-11, specs 212/218° 558/563 115LSA
I certainly hope you can find the COMP version cheaper than their MSRP if you go that route...
TSP also has a High lift version of the same cam I mentioned earlier. If you don't like the 112 I am sure they will grind it on whatever LSA you want. But it will bring the power in sooner on the 112. and that's what your after especially on a stroker.
TSP Stage 2 High Lift Truck Cam Specs: 212/218 .600/.600 112 LSA
TSP also has a High lift version of the same cam I mentioned earlier. If you don't like the 112 I am sure they will grind it on whatever LSA you want. But it will bring the power in sooner on the 112. and that's what your after especially on a stroker.
- Engines best suited for: 4.8, 5.3, 5.7, 6.0
- Desired Compression ratio for cam: 9.5:1+
- Recommended Springs Required: Pac 1219 or TSP/PAC Dual Valve Springs
- Aftermarket Stall Converter Required: No, not needed
- Upgraded Rear Gear Required: No, not needed
- Operating RPM Range: 1200-5800
- Power Increase: Gains of 62 Horsepower and 29 Ft. Pounds of Torque.
- Drivability: Will drive just like stock after proper tuning!
Definitely go for that cam, especially if it's not much to adjust to 114 or 115lsaI certainly hope you can find the COMP version cheaper than their MSRP if you go that route...
TSP also has a High lift version of the same cam I mentioned earlier. If you don't like the 112 I am sure they will grind it on whatever LSA you want. But it will bring the power in sooner on the 112. and that's what your after especially on a stroker.
TSP Stage 2 High Lift Truck Cam Specs: 212/218 .600/.600 112 LSA
- Engines best suited for: 4.8, 5.3, 5.7, 6.0
- Desired Compression ratio for cam: 9.5:1+
- Recommended Springs Required: Pac 1219 or TSP/PAC Dual Valve Springs
- Aftermarket Stall Converter Required: No, not needed
- Upgraded Rear Gear Required: No, not needed
- Operating RPM Range: 1200-5800
- Power Increase: Gains of 62 Horsepower and 29 Ft. Pounds of Torque.
- Drivability: Will drive just like stock after proper tuning!
Yes, K1 crank and rods with diamond pistons.
Made a delivery in eastern Ohio people tend to forget there are some steep hills in Ohio, this after I delivered, had 45k on 500hp engine 4.10 gears and 13sp and I couldn't maintain 25mph speed limit up the grade. When I was loaded lol
That would be fun to go down....
Doing it Empty wasn't so bad lol
Added bonus stresses, dodging Mennonite and Amish buggies and bicycles
So they were playing Frogger with you Adam.
Sent from my Pixel 6 Pro using Tapatalk
Sent from my Pixel 6 Pro using Tapatalk
Ive done a lot of dumb things over the years, but I can say for definite sure I will never be so stupid as a customer for one of my co-workers. He owns an all-original 1974 Hurst Olds Cutlass, numbers matching drivetrain. The 455 has a scarred cylinder, but instead of pulling the engine and repairing it, he's just going to drive it til it blows ----- and replace it with an LS. 
To top it off, this idiot sits on the Oldsmobile Club board. Un-believable.
Sure, there are cars and trucks you can do that to....but not an original Hurst. Its as bad as the guy who put a big-block Chevy in a Grand National.
To top it off, this idiot sits on the Oldsmobile Club board. Un-believable.Sure, there are cars and trucks you can do that to....but not an original Hurst. Its as bad as the guy who put a big-block Chevy in a Grand National.
What an idiot!!!! There is only 1 original Block and if you destroy it, it's done. My buddy has a 70 Chevelle SS. The original block is not repairable at least not cost effective to repair. I told him not to scrap it. Even though he will never sell the car, It make 's the car more valuable just having that original block. He about crapped in his pants when I showed him what a date coded original replacement block would cost if the car where ever properly restored...Ive done a lot of dumb things over the years, but I can say for definite sure I will never be so stupid as a customer for one of my co-workers. He owns an all-original 1974 Hurst Olds Cutlass, numbers matching drivetrain. The 455 has a scarred cylinder, but instead of pulling the engine and repairing it, he's just going to drive it til it blows ----- and replace it with an LS.
Sure, there are cars and trucks you can do that to....but not an original Hurst. Its as bad as the guy who put a big-block Chevy in a Grand National.
I've seen some high dollar restorations built around a matching block #..
Tell him drop that LS in it now and save current block for the guy who wants to restore it in a another 20yrs..
I literally just saw a missing matching block knock 100k off an appraisal...
Sent from my SM-S901U using Tapatalk
Tell him drop that LS in it now and save current block for the guy who wants to restore it in a another 20yrs..
I literally just saw a missing matching block knock 100k off an appraisal...
Sent from my SM-S901U using Tapatalk
I know a few guys that pull original engine trans out swap in modern stuff And bag the engine/trans for long term storageI've seen some high dollar restorations built around a matching block #..
Tell him drop that LS in it now and save current block for the guy who wants to restore it in a another 20yrs..
I literally just saw a missing matching block knock 100k off an appraisal...
Sent from my SM-S901U using Tapatalk
- Status