Ok, got you.. For pump gas 175 would be about the max, but since you use race gas, well over 200 if your octane is high enough.


The BIIIG problem with your car is that your cam is WAAAY to big for your comp. People have been saying that All along but you didn't seem to be listening, hence my hoax statement.

Change your cam to around a 260-265 max on a 108 LSA max and you will get your higher cranking comp and performance. Id also install it around 102/104 ICL as well. Id personally wouldn't go any higher the the 260 @ .050 Do that and I think you will be happy. No hoax here either.

Ask Mikeys Mopar on here about his "too big" cam and only 11.7.1 comp. and his 9.50 et's.............

I think there are alot of things that factor in that havent even been touched here. Looking back through my bracket builds one of my best stock stroke iron headed simple 360-s dynoed over 450hp and had times that reflected it with a 165 cranking and still needed a little octane boost with pump premium.

A 450hp iron headed 360 that would pull hard as hell from 1800 to 6000 is no slouch build weather at 165 cranking or 200 cranking. With the parts used on that build I dont think the combo could of took more cranking.

Unless one is way out on the cam choice I dont put alot of thought in CC, just what works and makes power for that pile of parts being used.

I live at 4k feet, my builds would not be even close for a sea level build with the same expectations or if I lived at 6500 ft.

Yeah, but not really a apples to apples comparison. Bigger heads, roller cam, etc, vs old 67 ported heads flat tappet.
He also had troubles with his 60 ft. Wonder why?? That may be fixed by now, but remember he started with 1.44 60,s then got down to 1.355, last I saw. A 9.50 60 ft should be around a 1.31, don't know where hes at now, but these two cars shouldn't be compared on Just the comp alone.

I get it but sometimes things run WAY better than most think and mikey's in the high 1.2" and his poor 60's had nothing to do w/his motor combo..........

Back in the day, built a 440-6 with unported 906 heads, weiand intake, 11-1, shift @ 7100, 289°/289°@.050" cam, ran 10-teens @ 3500 lbs..

Point is that a motor's need for air can outweigh a percieved optimum cranking compression, or a percieved optimum dynamic compression figure.

Say it ain't so............

I won't have to, hang in there........

Why do you want that cranking compression reading?
Have you tested your motor cold and then again when hot?
If not do that now
Then add a little shot of oil into the worst cylinders and see if their readings goes up or not, if not, find out why
I use a leak down meter to test cylinder conditions on the ring seal and valve sealing
The time slips and spark plug readings tells me if the car is slowing down or not