When using a roller cam, you must also use a bronze-type distributor/cam gear on the oil p
We were curious to see how quick the R/T would quarter-mile with its fresh stroker combo. We mounted the Hoosier 30x9x15-inch slicks and 26-inch front skinnies before pulling up to the line. At this point the 950 HP and the 3.73s were still part of the R/T's equipment. Out of the hole, the slicks spun and we received a 1.60 60-foot time, but we still ran an impressive 10.70 at 126.40. We pulled around again and heated the Hoosiers again. This pass produced a no-spin 60-foot of 1.50, enabling the big B-Body to boogie to a quicker 10.56 at 126.10 mph! We can't tell you how happy we are to have a 10-second, pump gas, real street car.
Roller cams offer better lobe profiles than flat tappet sticks, thus better performance. We honestly can't say which bumpstick won our test. Using a chassis dyno with a loose converter was not conducive testing. We've heard of racers going quicker using a motor that showed less hp on the dyno. It's always in the combination. If it's in your budget, a roller cam matched to your combo is the biggest winner.
Note: Please read the captions to see the trials and tribulations we encountered to perform this cam test. We hope this prevents others from experiencing valvetrain component problems. Pay close attention and don't be afraid to ask questions on the cam tech line about your intended cam and valvetrain parts combo for your engine.
|Chassis Dyno Results|
Tested at SLP Performance Parts
SuperFlow SF840 Dyno
|Ray Barton 493 with .575-Inch Lift Cam|
|Peak rwhp||524 at 5,500 rpm|
|Peak rwtq||512 at 5,300 rpm|
|Ray Barton 493 with Voodoo .600-Inch Lift Cam|
|Peak rwhp||503 at 5,500 rpm|
|Peak rwtq||494 at 5,300 rpm|
|R/T Quick Specs|
|Short-block||'70 440, Eagle crank 4340-steel forging 4.15 stroke, JE flat-top pistons, Manley/Barton H-beam rods |
|Camshaft||Lunati VooDoo roller, 255/263 duration at .050-inch lift, .600-inch lift|
|Valvetrain||Comp roller lifters, Hi-Tech 3/8-inch pushrods, Pro Magnum roller rockers, dual valvesprings, Titanium retainers|
|Heads||Edelbrock Performer RPM, 2.14/1.81 valves, ported, flow 293/227 cfm at .600-inch lift.|
|Induction||MP M1 single plane, polished plenum, dividers, runners, except floor left as-cast, no gasket matching. Wilson Manifolds 1-inch, 4-hole tapered spacer (PN 004110). Holley 950HP, 78 jets, 40 squirters.|
|Exhaust||2-inch tti headers, 3-inch tti exhaust with DynoMax Ultra Flo mufflers.|
|Drivetrain||Pro-Formance-built 727 with rollerized planetary, Hemi governor for auto upshifts at 6,200 rpm, Dynamic 9.5-inch converter. Denny's 4-inch HD aluminum driveshaft. Randy's Ring and Pinion-built 83/4 w/3.73s and Detroit Locker, Yukon axles.|
|Suspension||FFI and Magnum Force front-end components, Stock leaf springs re-arched with 1 leaf added per side, QA1 shocks, Hoosier 30x9R-15 slicks, 26-inch skinnies, Weld Superlites 15x8 and 15x4.|
|Test Weight||3,850 lbs.|
|Best ET/MPH||10.56 at 126 mph|
With only five miles on the engine after reassembly, we ran into a problem. The rocker on
There's no way we could rely on regular rubber motor mounts for our wild Wedge. Schumacher
Back together and running, we want to put on a couple hundred more miles before dyno testi
On SLP's dyno, we were surprised to learn we were down 20 hp at the same peak (5,500 rpms)
Mounted on the firewall (where the ballast resistor once was) is the Performance Distribut
While on the dyno, we removed the 1,000HP carburetor and replaced it with the 950HP. We lo
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