Anyone have any ideas what is out there for cams?


Is there something they like best in a high compression carbed engine?

The majority of aftermarket Gen 3 cams install on a 113, 114 or 117 ICL.

This is to achieve adequate piston/valve clearance.

This is not so much of a problem with EFI ......but it sure as hell hurts low end torque on a carb inducted motor.

If you are serious about using carbs - I would strongly suggest getting aftermarket pistons with valve reliefs and an adjustable chain....so you can advance whatever stick you buy.

Fwiw...my stick runs 218 intake side, and on a 110 LSA and 114 ICL....we got .068th p/v clearance!

Nowhere to go with that and an intake valve event that sucks big time.....

PS - Check out the ICL that aftermarket LS3 cams install at.....all 110... There's little doubt our G3 sticks are a compromise.

Something around 630/250@.050/110icl would be in the 730-750 hp range with ported Apaches or Thiteks. How fast you want go?

The wide LSA isn't all about valve to piston clearance. The valve angles of a Gen 3 Hemi are angled at each other and the overlap flow is very good, needing less overlap than an inline motor. The less overlap you need to get the most out of the exhaust energy the better off you are. Look at the duration used for some serious power in these motors. They are a different animal than we are used to. A small block is often happy with a VERY narrow LSA, because the valves are small and flow poorly. The valves are big in the Apache heads by comparison, and at an angle for more cross flow to boot. LSA does narrow up as the cubic inch to valve size goes up, as it should. The 6.4 drag pack cam is a good torque cam for a hot cam, and is on a 110 LSA, but it is also on 392 cubes.
Stock motors tuned for emissions are also stuck with some limits as well, which probably adds to the wide LSA. The bore size is best left at or below 4 inch, and the ring pack needs to be as high as is possible for fuel economy and emissions. Both are going in the wrong direction for VP clearance for a stock motor. The valve notches get too close to the rings.

Thank you guys for the advice.

I currently have a new in crate 6.4 short block.

I am willing and eager to build this into a street/strip engine along the lines of what STEFF did. I understand there is a conversion now to allow 6.1 cams in a 6.4 block.

I am not afraid to change the rotating assembly. I hear the rods and pistons should go anyway for what I need this engine to do.

Here are my goals:

High 10's in a 69 Charger. Weight 3650.

Carbed because that is what I know.

This may sound vain, but a lumpy idle. I like the way the drag pak cars sound lol.

I have no heads yet, just a new short block. Will you guys help me complete my shopping list for this thing?

Thanks!

Greg - my issue is with the very early ICL.. not the wide LSA.