Both. 347 would make the same power, just more torque at a lower RPM. If you build a 347, you could bump up the cam a bit, but I don't think it will be necessary.
Both. 347 would make the same power, just more torque at a lower RPM. If you build a 347, you could bump up the cam a bit, but I don't think it will be necessary.
The cam is in the 347 now. I was thinking about putting it in the 302, and getting a new one for the 347.
The bigger cubes of the 347 would swallow a little of that duration and overlap, but only if it has the breathing and compression to go with it. I'm suggesting maybe just switch the cams... unless the 347 is used for some other purpose, like in a truck or a DD.
The 347 currently has flat top Mahle pistons, Edelbrock Victor Jr heads (210CC intake port, 60CC chamber, 2.02" intake valve), Victor Jr single plane intake, Holley Terminator EFI (950 CFM max flow), BBK long tube headers, Flowmaster merge collector (2x2.5" into 3"), 3" Dynomax Ultra Flow muffler, and 3" tailpipe made out of mandrel bends welded together.
Its job is to continually confuse me with EFI tuning, get worse mileage than it should, boil tires, and embarrass/confuse Corvettes (depending on the year and prep level of the Corvette). It was the primary competition/track car before the Mustang showed up.
In reply to snailmont5oh :
GRM ANSWERS YOUR QUESTION.
No 87 won’t make more power.
E85 will make about 10% more power but require about 60% more fuel. Right now I’m buying 93 octane for $3.29 a gallon. But E85 is only $2.09.
E85 will keep your engine cleaner and running cooler.
In reply to frenchyd :
Thanks, frenchy. The thread has since morphed from its original question to more of a "What cam should I be using in the 302, if I want it to be as useable as possible, and as fast as possible?" This happens to most threads, it would seem.
snailmont5oh said:In reply to frenchyd :
Thanks, frenchy. The thread has since morphed from its original question to more of a "What cam should I be using in the 302, if I want it to be as useable as possible, and as fast as possible?" This happens to most threads, it would seem.
The trouble with cams is they really are an individual thing. Usage weight and priorities are the biggest factors in what cam should I use. Not what has worked for others.
A racecar has one set of demands, a street car others and daily driver a third.
Plus it’s not a case of good, better, best. Remarkably we often pick the wrong cam because we really don’t understand them.
Look at your tach. If you spend most of your time up near red line then yes a camshaft that makes peak horsepower makes sense. However it might also slow your lap times down!!
It’s about power under the curve. If you come out of the majority of the corners turning 3500 rpm that’s where you want to make peak power. While you are accelerating. Not as you get towards your top speed. If you spend a lot of time near peak RPM like at Daytona or Talledaga that’s where you want peak power.
In reply to frenchyd :
Along those lines, gear spacing has an effect too. The closer your gear ratios are, the more peaky a cam you can make use of. Wider spaced ratios will mean you'll be forced to spend more time further from your peak HP RPM and will benefit from a wider powerband.
In reply to rslifkin :
Well said. You are correct I failed to list that.
Here's the dyno sheet with the current setup.
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