Any you fellas still running or ran this grind with any real success??...stock / mild head combo with manifolds
We are running a 118 in Sandy's X. Great cam,had it in since 1993, plenty of vacuum, nice idle, runs strong. She has iron stage 1 heads,some bowl work, 9.7 compression, 800 cfm Qjet,iron ex. manifolds with the outlet opened up to 2.5 inches, 3.42 rear and 2800 converter. Drive it anywhere. she's driven it to the Nats, Columbus, Indy, raced it then drove it home. Best et was at BG at the GSX reunion, 12.70. The 113 cam is good for another .1 to .15 but vacuum is marginal for brakes.
I loved the 118 in my old 350 4-sp. I've considered getting another. The place that ground KB's cams is still in business & my understanding is they'll still make them.
I ran the 118 in my 71 skylark with a stock 73, 455. Standard heads, Stage 1 Carb, stage 1 fuel pump, stock, turbo 350, KB headers 2.93 posi out of a 70 GS, street tires 13.67 @ 101.5. Like Gary said a great street cam starts pulling at 2500. I should’ve bought another one and put it in my stage 1 but the car was already running the the original KB107 Ground by Sid Ersen when I bought it. My stage 1 was a 1250 to 1260 car when I bought it at 106 miles an hour when I rebuilt the motor again because it had a rod knock. I put the later version 474 lift 107 back in the car. Car was running the same Ets. Later on I swapped out the stage 1 factory heads for the factory stage 2 heads no other changes. The car went 11.84 at 111.5.
I like the way tighter lobe angles respond in the midrange..never had anything wider than 113...so curious
I went from a 116 Lunati cam to a 108 solid cam and made one hell of a difference on power went fastest ever on solid cam. Yeah had 10-13" vac with the 116 cam and now I have 5-8" vac with the 108 cam and sounds like it is going to stall when you come up to stop but just keeps on running at 5" of vac and if you tromp on it from that idle it breaks the DR's loose and burns a few then hooks up. The dang thing rocks now on a 25yr plus motor now. Wish I would have put this cam in in beginning first cam was a TA 510 cam, this solid Schneider cam beats all of them.
I bought my c118 cam back in 1983 from Kenny bell. Runs 7.50 1/8 mile and 1.62 60 ft. (Should be 11.80 in a 1/4). Still runs quiet and strong after all these years. Got strong power brakes after I opened the idle bypass to about .106 diameter and set initial timing at 18 degrees for 34 total. I run stock junk factory 1970 pistons .040 in the hole and .040 head gasket for .080 quench. Got an old quadrajet carb, but did a Cliff Ruggles #2 recipe. I have stage 2 TA heads and headers. Have never opened the headers or even removed the little dirty air filter at the track. Use 91 octane nonethenol gas when I can find it and 87 on several occasions for general driving. Still runing Buick rally wheels and full interior and trunk full of junk. Bought my 67 GS back in 1976 for $350, 47 years ago. I'm proud of it. I'd like to post a run and some photos but have no idea how to do it.
I've been running a 118 cam that I obtained from Northwest Buick Performance (Dave Johnson being the guy way back then) since 1995. It's been great. My car is freeway geared but with a road-race Super T-10 (3.44 first) and this cam is mild (but you can tell something's up under the hood) off idle to 1500 (where I'm driving 45 mph in fourth) and mean and nasty up to redline. Sixteen inches of vacuum for my brakes. I did test for mileage just once and found a hair under 14 MPG climbing to Donner Summit (7,056 elevation from 161 feet over about 90 miles), which I still find quite remarkable. The rest: 2.73 rear, long tubes, port matched iron heads, stock Q-jet, recurved points distributor shooting through an MSD 6A and MSD 8680 Timing Controller.
I wanted to look into the cam specs of this cam and noticed that there are a couple different 118 cams. Of course there are a few companies that sold a grind along those lines but I also noticed that there is a 118 based on the popular 113 cam grinds but with a 118 deg lobe separation, as well as a 118 based on a 107 grind with the wider 118 lobe separation rather than the 107. The only current 118 cam available is from TA looks to be off their 113. (At least from the info I have) From the original question, I believe the OP was looking for info on the 107-118 but some may be mentioning their experience with the smaller 113 based 118 cam. The 107-118 has 20 more degrees of duration at 0.050" on the lobes, which is significant. I have a TA113 in my parts horde that I was thinking of running on my next build. I don't think I would want to use that cam with a wider lobe separation. I could see using the 107-118 though. That looks like a pretty nice option. Too bad nobody offers the grind anymore. I guess you could get something similar in a custom grind though. Greg
Buicks love tight LSAs as does most engines...more cyl psi and better mid and low ram performance. It's a 11sec cam I. A full weight GS that I know...but that's with all the bolt ons....I'm doing an all iron stock piston deal.....full weight...3.31 gear combo...thar I want to go 11s
Reasi ask for feedback is I have one that's mint..and never ran one...have a 107 499lift in service it's very condensed from 3500 to 6k just curious as to the 118s characteristics
I am working on a similar motor I think. It is a 70' SF 455. I have some freshly done ported 70' Stage 1 heads. It was a low mile engine so I am using the stock pistons with new rings and the polished the crank with standard bearings. It will have all the oil mods. I am working on that next. I have a TA 113 as well as a TA 416 which is a 413 on a 116 lobe centre for cams to choose from. I also have a Poston S Divider, Edelbrock Performer, and TA SP1 intake to choose from. I was currently leaning towards the 113 cam and Performer intake with the long tube headers I already run on my current 455. If I had a 107-118 I would consider that for sure. My car is a 66' and only weighs just under 3600lbs. I would like to run some solid 12s if I can. Greg
113 without question imo....I had a Poston 116 once never drove it but damn that stock 73 455 would REV! just a blip with a 1000cfm holley would shoot to 4k I know the 113 well...I had one in the 71 GS I threw together for the Nats couple yrs ago..it ran 12.60s first time out with a B4B...bought a used 70 455 with a 413 cam and sp1 years ago from a local bracket racer was in a 67 chevelle..it ran consistent 7.40s with a 410 gear
My other choice is a 242/250 on a 112 it will perform no doubt..and sound better....but the 3.31 gear and mild stall have me leaning to the 107/118.....to be honest the Comp mutha thumpr...is a good option based on the #s....good split for manifolds...tight lsa....valve timing should allow it to fit in a sbe....but not buying a cam when I have plenty here. I also have one of the popular 413 type grinds 234 244 or so but it ran like dog poo in the car it was in but it was just a bad combo tbh
