Back in the day IIRC Summit's cams were Crane.

There was a problem with one of the stock heads. A valve cover bolt hole was drilled down into the water passage. Instead of messing with that, I threw my Edelbrock heads at it. They were sitting on the shelf collecting dust.

So are you going back iron? I would. There should be lots of 452's out there in Irving. Those Eddies ought to be killing the low end and midrange.

I kept a set of 516's when I gave away some 383's. Neat looking chambers. Small valves!

I went the cam change route with this years ago,without doing any other engine mods,total waste of time.

Did you degree in the cam when you installed it? Maybe advancing it 4 deg might have helped.

If you just did a dot to dot, that may have been the source of your gutless pig syndrome. With that cam it should have been fairly torquey but would run out of breath pretty quick with the short lift. Another .100" lift would be nice with the rest of the specs about the same.

Do you have any used pre 72 pistons in stock? Cheap CR increase if you don't want to spring for new pistons zero decked to take complete advantage of your closed chamber heads.

Also assuming you have 2.5" duals with good flowing mufflers.

edit I see 2.25". Good mufflers more critical now IMHO.

Kevin

The cam was ground with 4 degrees of advance so I took the easy way out and lined up the dots.

I don't have any stock pistons on hand. The heads are open chamber Eddys.

The car has 2-1/4" dual exhaust that is still in good shape. Should I feel froggy I'll drop on the MP C-body manifolds and a new 2-1/2" exhaust.

I am sure the 2 1/4" would be beneficial for mpg's

As usual, the big cam guys have totally missed the point. You said 218 at 50 and 114 LSA = gutless pig. They'd have you go bigger on the cam?!?! Well the majority at least.

I'd suggest two things - Less intake duration and tighter LSA

Hughes SEH1016BL-12 is my #1 choice.
This camshaft has the highest lift for its duration which will allow the E-heads to work better. I would ask them if getting it ground on 110 LSA would work better for your application.

A straight Performer may be your best bet for this application. "But it's the same as a stock intake!" No it's not, it has 20+ years of development over the stocker. Plus as everyone else hates the Performer there should be one out there in your price range.

The advance curve can also help a lot.

I like the Super Turbo 17748 or 17749 for your mufflers, 2 1/2" pipes at least from the high perf manifolds to the mufflers, plus H-pipe.

R.

Summits cam were General kinetics years ago.The last few I used were all Crane instructions.Ive run pretty much all of them and had great luck in budget builds with them.The smaller cams are just a bit over stock.One of the last ones I usedmade my old smogger Ram Charger run quite a bit better than stock.Ran one in my kids Ram truck also and it was great.Rocky

there's a summit 6400 (basically an edelbrock performer cam) with timing chain over at FBBO for sale.

forget going bigger on the exhaust. just add and h pipe. and you need more torque, tighter lsa and smaller cam with higher lift is the way to go.

It has an H pipe in the current exhaust system.


I want more lift on the cam. More specifically, I want more area under the curve.

get the same cam, tighten up the LSA to around 109 advance the intake closeing about 2 degrees from where it was and run some 1.6 rockers, it will get significantly more power at every useable RPM.

2.5 dual and X pipe should boost power a little bit everywhere.

The performer only makes more TQ below the factory stall speed so don't bother with it, go for the performer RPM.

I'm not going to run a taller intake manifold. The air cleaner is tight against the hood now.
1.6 rockers aren't cheap.

This is NOT a hot rod. It is a cruiser and some of you seem to be heading for the wrong road.

I have the Lunati Voodoo 60302 (220/226 at 0.050 .475/.494) in a '73 New Yorker with a stock compression 400. It has a performer intake, HP manifolds and a Holley 670. It's a gutless pig off the line too, but has great mid range power and torque.

Meanwhile I have a Comp 260H (212/212 at 0.050 .440/.440) in a '85 W150 with a stock compression 360, with an iron 340 intake and the same 670 carb.I figure the truck weighs close to the same as the NY'er. It has WAY more off idle torque than the 400, but the acceleration falls off around 4000rpm.

To me it seems the cam you had in there should have been decent for the combo though.

360 has a longer stroke than a 400, that may play into it.

Comp Cams called this morning and said they'd never seen that kind of failure and would like to get the timing gear back for inspection. That's not the kind of failure they need to see with their parts.

That being said, Comp has offered to send me a replacement cam, lifter, and gear set.
This cam was a custom grind due to the possible installation of turbos. When I box it all up for return I'll have to see if they can add a bit more lift and fatter lobes. Maybe it'll help make a bit more power.

Turbos and fuel injection on the Imperial would be really sweet.

Comp reportedly has smaller lobes in the XE---HL line that don't show in the catalog. They also have other lobe families that are more for custom grinds than shelf stock. So, they certainly will have a better lobe. Maybe you're looking at the most duration at 0.200" lift.

I still say something about 210 - 212 intake with maybe 10 more exhaust and a 110 LSA, even a 109 or 108.

R.

Who grinds the Summit cams means very little as the grinds themselves are generic. If it was G-K back in the day, if you say so. Later, when Crane had bought up all the cam grinding businesses in the US, they were manufactured by Crane but meant nothing because of generic lobes. Then Crane went bankrupt, they sold about everything. Now they're coming back. But someone else is grinding the Summit and other generic lobe cams. It's probably someone who doesn't have a name brand and who we never heard of.

That was the original plan but interest waned.