I was wondering what cam you guys would recommend for my pickup. It weighs 3,800 pounds, has a ford 9 inch with 4.56 gears. It has 29.5X11.5X15 ET drags on the back end. The block and pistons are factory 1973 pieces, but the heads are 1970 stage 1 heads decked .030. It has a 750 cfm Barry Grant carb on it right now. I am guessing compression is probably somewhere around 9.5 to 1?? I currently have a tiny speed-pro cam in it and a factory non-egr intake with cast iron manifolds and factory converter. I plan on running an SP 1 intake and a good set of headers with around 3,000 rpm stall. I was thinking about running the TA 413, but I'm not sure. Let me know what you guys think. Thanks in advance!
with think you might have piston to valve clearence problems with that much off the heads. the 413 also might be a little to much cam for your commpression that i would say is closer to 9 to 1, and if your heads have no other work besides having stage 1 valves. the stock piston you have are really going to hurt your cam choices. i would say the 118 cam might be a better match for your moter.
I agree that the compression will probably be a bit on the low side, 9.0:1 if not even a touch lower. Those stock pistons typically set pretty far down in the hole. I would say you probably want to get that compression up to at least 10:1, if not a bit more. What kind of ET/MPH goals are you trying to accomplish?
If I got this pickup into the 12s, I would be tickled to death. I don't know if this is an obtainable goal or not. I looked up the difference between the C113 and the C118 and the only difference was the lobe separation. Does that help keep cylinder pressure with the low compression or what? It lists that the C113 as having more power than the C118. Could I run the C113? Thanks for all of your advice.
With less compression, look at a tighter lobe seperation angle. This gets the dynamic compression near the right range. If you're not porting the heads, I would definitely look more at the Poston cams, which have a bigger duration split and will help crutch your heads. Why do you need to stay with a small cam if your mostly racing the truck? The GS107, with it's tight lobe centers, will get you max power in a a small RPM range. If you have the converter, you will make great power in the 3500-5500 range. It looks like the cam is too big, but it has worked in a lot of cars. It has a nasty idle, if you like that kind of thing. My dad's 4000 lb car with stock type pistons deep in the hole (actual 9.0:1 compression) with Headers and a dual plane manifold with Q-jet went 12.20's with the Kenne Bell version of this cam. Keep in mind that it's all about getting the combination right, and his is very well matched. The car runs consistantly in the 12.35- 12.50 range.
steve, i think he would be better off with a smaller cam, the 107 really needs at least 10 to1 commpression, with 9 to 1 you wont see a power gain until 5000 rpm so i think the smaller cam will make up for it in the mid range.also his block is mostly stock so i dont know if he wants to rev it 5500 rpms i think the 107 cam set up right does best shifted at 6000???
The only real mods I have done to the bottom end is ARP rod bolts. I shift this motor as it sits now at about 5,300 R.P.M. Everything else is stock. I do have the TA 9 keyway adjustable timing chain, and the adjustable pushrods. The cam I have now is really small, its 214/224 duration @.050 with lift in the .470 range. I installed the recommended springs, and degreed the cam to the specs on the cam card. I'm hoping that there is some cam I can run that will give me a little more power than this one without having to change pistons for more compression. (EXPENSIVE!) I appreciate all of your help guys.
I don't know where you're getting your info, but it doesn't match up with what I know about my dad's car. He shifts it at 5400- runs 12.20's with a 8.95:1 motor. You do need a 3500 stall, and to run the cam 4 degrees advanced (at least). The idea is to get the most power in the most usable range, which is why it works (big midrange power and torque).
