purchasing flathead camshafts who do we turn to?

[Ol' Ron]

Just curious, Do you know Tom Farrell?? He's my nephew.

[KiWinUS]

G'Day Ron , yes I do . I met him last year at a car show ,suprised I had not meet him years earlier as he has known soms good friends of mine for years & when he was at Penske our shop was next door .
Cheers
Tony

[Ol' Ron]

He runs a restoration shop now. I'm pretty proud of him, pretty sharp guy.

[ProfessorGT]

Originally Posted by 38 coupe

For people who want to school themselves on how flathead cams work and what they should look for, the information on this site can't be beat: http://www.tildentechnologies.com/Ca...rformance.html

Thanks very much for this link. Extremely good and detailed info. I'm thinking most of this should carry over to my HV-12 which I am trying to decide on a cam for. I'm running dyno simulations with EAPro, both NA (naturally aspirated), supercharged and turbocharged. So far the turbos have shown the best results, so I may lean that way, however I don't believe the software takes into account, the heat removed from the exhaust by the cooling system due to the "unique" designe of a flathead. This will surely reduce the effectiveness of the turbos, but by how much, is the real question. Hmmmm!

[Fortunateson]

How about the Max1 in a light car with a 255 Merc and a .0030 overbore?

[Pete]

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Originally Posted by Fortunateson

How about the Max1 in a light car with a 255 Merc and a .0030 overbore?

For that combination you need more lift velocity in the cam formula. That will give you more area under the lift curve which will give much better driveability which will give you much better feel in the seat of the pants.
There is only one grind commonly available these days that will fill that bill.
The 1007B.

[Fortunateson]

So Pete, the Max1 is not a good choice or is it not readily available?

[my4dv8]

I have had this cam for a while it was labeled as Isky 1007B . Then yesterday i saw the Harman and Collins 60 14 etching. Any thoughts on the numbers?

[VeryTangled]

Very interesting information being exchanged here. Thanks from a clueless rube.

[Tim Ayers]

Originally Posted by my4dv8

I have had this cam for a while it was labeled as Isky 1007B . Then yesterday i saw the Harman and Collins 60 14 etching. Any thoughts on the numbers?

Found the specs from an old thread on the HAMB. Pete posted them.

Here are the specs.

In 19-61
Ex 60-18
Lift .333
In .011
Ex .013
Road grind in engines over 255 ci.

Going off these specs, no where near an Isky 1007B

[Pete]

Originally Posted by Fortunateson

So Pete, the Max1 is not a good choice or is it not readily available?

It is not a good choice. A stock EA (53 Ford) would work better.
I think Isky still does them.

[Fortunateson]

Pete, what about the stock ‘49 Merc cam?

[glennpm]

Hi, an interesting thread.

A few comparisons I did last Spring are attached.

Regarding, "For that combination you need more lift velocity in the cam formula. That will give you more area under the lift curve which will give much better driveability which will give you much better feel in the seat of the pants.
There is only one grind commonly available these days that will fill that bill.
The 1007B."

Care to comment on this Pete, et all?

Glenn

[outlaw]

That is a cool comparison chart, wheel, & diagram. Have you thought about doing that for other flathead camshafts? Thank you for sharing. Bill

[glennpm]

Hi Bill,


No I haven't, lots of work to create!
Hoping for more info on Pete's Comment, "give you more area under the lift curve"


Glenn

[Ol' Ron]

For an old thread, this one is sure running good. As an old fart, the last engine I built for myself was the 280 (3 5/16 +.020 X4). It was originally had an L-100. But I replaced it with anEAB and rotators, stock springs ans short valves plus a .060" shim. 2gc carb sbc dist. Truck has the RTV 3spwod trans 3.73 posi rear.
I've never driven a truck with this much torque. The drivability is fantastic, Had it over 4 K and it was still pulling.
Gramps.
PS Truck is for sale less engine.

[Pete]

Originally Posted by glennpm

Hi Bill,


No I haven't, lots of work to create!
Hoping for more info on Pete's Comment, "give you more area under the lift curve"


Glenn

Basically it is the time and rate a valve is opened. The steeper the sides the more area. More lift, more area. More duration, more area. All of this has to be balanced with intended use, materials and expected longeviety of the system.

[glennpm]

Thank you Pete.


Maybe Tony can show us what the L-100 ramp looks like

[outlaw]

Pete, Thank you!

[frnkeore]

I have a question for Pete, JWL, Ronnie Roadster or any one else, that might have tried designing their own cams and actually racing them.

How much have you guys experimented with LSA (lobe separation angle) or ICL (intake center line)?

We all know that the 111 LSA has been a standard for the V8 since the beginning of time and varies little for street or race cams. Mostly 110 - 113 are the max deviation. But, how many have advanced (or retarded) the ICL and if so, how much and what was the result?

Advancing the ICL, all other things equal, will always increase the DCR (dynamic compression ratio). That is the actual CR the engine has, after the intake valve closes.

Usually advancing the ICL increases the average torque of the engine but, reduces max HP, by a little but, in drag and circle track, it will lower ET & lap times.