![]() I decided to still use the stock 'member, but I drilled new holes in the frame. Presently, the location of the trans mount does not allow me to use the stock crossmember attached to the stock frame holes. After installing the transmission plus the required BOP-engine-to-Chevy trans adapter, I found the tranny rides extremely high in the trans tunnel (about an inch between the tranny and the body). I recently swapped in an '87 Grand National rearend (4.11:1 posi), plus a 700-R4 out of a '69 Camaro Pro Street car (the previous owner went to a six-speed). I have an '84 Cutlass Supreme/Hurst Olds with a nicely modified 350 Rocket. In terms of numbers, this means a 249-degree-duration (at 0.050-lift) feels like a 255-degree cam. Effectively, the hydraulic lifters installed on a solid grind act like a bigger (but slower) cam with very little increase in flow capacity (no more air, but more time to breathe). ![]() That's because the hydraulic lifters installed on the solid cam are slower off the seat, even though they develop more overall duration. However, the actual power and torque peak numbers at the higher rpm points will be lower using hydraulic lifters. Putting hydraulic lifters on a solid grind raises the rpm points at which peak power and torque occur compared to using solid lifters on the same solid cam. ![]() Race motors don't care about vacuum and throttle response they care about area and rpm. ![]() Hydraulic cams in general are quicker in low-lift, low-rpm, high-endurance applications. If you take hydraulic lifters and put them on a solid profile, they generally run better than they would on a roughly equivalent hydraulic profile, generating more area under the curve. Because they have no quiet lash ramps, solids make for better race profiles. Cheaters have been known to run hydraulic lifters on a solid profile. Some classes restrict competitors to hydraulic lifters. ![]()
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