When the gang at COMP Cams decided to swap the camshaft in a 454-cubic-inch V8 L29 L.4-liter Gen. VI motor with an aggressive profile, they were also forced to upgrade the engine’s valve springs to accommodate it. You can see that cam swap video here. There are three important considerations when choosing valve springs: Matching
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
Q: I’m building a 440 for a Ramcharger. The engine will have to pull about 9,000 pounds GCW so I want a lot of low to midrange power. The engine is bored .040 inches over, will have 9.3:1 to 9.5:1 compression ratio, and has mildly ported open chamber heads with 2.08 inch intake/1.74 inch exhaust
How do I choose the right cylinder heads for my engine? It’s a simple question but the actual answer is more complicated than you’d think. There are many factors involved in choosing the optimum cylinder heads for a specific application, including: Engine displacement Type of vehicle Intended use Desired compression ratio Gear size Other performance modifications For
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 =
Find the camshafts section in your latest Summit Racing catalog and you’ll quickly notice that all the cams are displayed with duration and lift. That’s because veteran gearheads use these key specs to help identify the right cam grind for their engine and application. But there are other, lesser-known specifications you should be aware of
We’ve got the answers—the Summit Racing tech department tackles your automotive-related conundrums. This week, we help choose the right carburetor for ’64 Fairlane 500. R.H. El Dorado Hills, CA Q: I have a 1964 Ford Fairlane 500 with a 289 small block. Upgrades include an Edelbrock intake and carburetor, MSD ignition, Hooker Super Competition
Properly mating your distributor gear to your camshaft is a critical step when building an engine. In this video, COMP Cams will explain the various types of distributor gears. They’re made from different materials: composite, bronze, cast iron, and hardened steel. You’ll learn how to figure out what materials make up your camshaft so that
J.S. • Saltillo, MS Q: I have some questions concerning my 1981 GMC 1/2 ton truck. It has a 350 that’s bored .040 inches over with flat top pistons, ported and polished LT1 heads, a Lunati Bracket Master II cam, and an Edelbrock RPM intake topped with a Carter AFB 600 cfm carb. This combination
Got questions? We’ve got the answers—the Summit Racing tech department tackles your automotive-related conundrums. This week, we’re dialing in timing and straightening out a few cam/valvetrain issues.. D.B. • Basom, NY Q: I own a 1977 Chevy 1/2 ton 4×4 with a 350 engine. I’ve had the engine bored .030 inches over, installed flat top
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