Q: I have a 1984 Cutlass with a Chevy 350, flat top pistons, stock cylinder heads, .448-inch lift cam (350 horsepower grind), Edelbrock Performer RPM intake with a Performer 600 cfm carburetor, MSD 6A ignition, headers, and a dual exhaust with Flowmaster mufflers. The rear-end is a stock 7.5-inch GM 10-bolt with 2.42 gears. I
Discover how adding a more-aggressive camshaft to a factory engine can dramatically increase power, when the good people at COMP Cams show you how to perform a cam swap in a massive big block Chevy. Using a 454-cubic-inch V8 L29 7.4-liter Gen. VI motor, which originally came equipped in 1996-’99 full-size Chevrolet and General Motors
In the latest quick tech tip video from Power Nation and Summit Racing, tech expert and OnAllCylinders contributor Jeff Smith will help you properly match your camshaft gear to your distributor gear to avoid excessive wear and broken parts. Generally: Cast iron flat tappet cams = Cast iron distributor gear Steel roller tappet cams =
You’ve got questions. We’ve got the answers—the Summit Racing tech department tackles your automotive-related conundrums. This week, we’re discussing cam size and idle quality. Q: I am modifying a 1990 Mustang LX 5.0L. I installed a B303 Ford Racing roller cam. Other modifications include a Flowmaster Force II exhaust, underdrive crank pulley, 180-degree thermostat, K&N air filter, Hypertech Power Module, GT-40
You’ve got questions. We’ve got the answers—the Summit Racing tech department tackles your automotive-related conundrums. This week, we’re examining camshaft duration and piston-to-valve clearance. D.W. Nova Scotia, Canada Q: I have a 454 in a 1983 Trans Am. I would like to install a bigger camshaft with an operating range to 5,500 rpm, yet have safe piston-to-valve
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