Scott,
That is the EXACT cam that Scott ground for me for my 70 340 with HP manifolds/Comp 901's a couple of years ago. I have made a few changes since installing that cam but I still run it.
I had to read your card twice as I was surprised to see a duplicate except for a BB.
Sorry for the off topic.

If your cam choice moves your upshift RPM recovery above the tuned speed, the length stops working. With the stock 727 2.45-1.45-1.00 ratios, only 59% is recovered on the 1-2 shift, so if the shift RPM out of 1st is above 4,731 the engine speed falls back above your tuned effect. I'm sure the effect is not an abrupt spike at exactly 2,800, there's a cushion around it but I doubt it's more than 500 RPM.
The partially siamese ram is a better choice for that cam.
BTW: the Chrysler patent application for the ram intake has no input for cam event at all, it's entirely based on the RPM: 84,000 ÷ RPM = length.

We found great results using cams in the 460 to 470 lift range and installed at 2 degree advance.We also seen the 509 hydraulic work well installed at 104 C/L.The long ram intake drop off performance after 5500 rpm.

BTW, to all of you who suggested porting the heads, I caved and requested a good pocket port job. Nothing major but a little goes a long way with these heads, hopefully it will be worth the $ I spent.

I like the idea of the HR cam, for relatively low engine speeds in your case, you could be real agressive profiles, and with the HR you likely will seldom need to pull the valve covers and all that entails, however, the biggest "cork" in your plan is the OEM exhaust manifolds, do you really need/require the exhaust/manifold heat? Headers would really make the package and allow much better cam timing for your combination.

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the biggest "cork" in your plan is the OEM exhaust manifolds, do you really need/require the exhaust/manifold heat? Headers would really make the package and allow much better cam timing for your combination.

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No current plans to run headers, but I do have a set of these and will likely use them. Not quite "headers" but pretty darn close!

Well the results are in on the dyno run of my 413 Short Ram engine. I don't have the dyno sheets yet so I'll post those later, the break in went off with no problems, it fired right up and idled smoothly. The factory 3505 carbs proved to be a bit too rich so they were jetted down about 4 sizes restulting in an air fuel ratio average of 13.6. The HP peak was found to be right around 405 at 5,100rpm, and peak torque was 495 at around 3,800rpm, the surprise was that rather than being "peaky" as expected, the torque curve stayed very flat from 3,000 all the way to 5,000 (I say "about" because that was what I was told on a phone call from the dyno opperator). At any rate I'm happy with how it turned out, stockish build with better quality parts, mild mannored stock appearing pump gas friendly torque monster.

Sounds good. Did you use the flat tappet cam?

Nice, but it doesn't seem you ran the long cast headers on the dyno correct?

What CR did you end up with on this build, and as asked previously, what were your final cam specs?

Long Live Long Rams

Actual compression was lower than the stock rating, it ended up right at 9.5:1. The cam specs are: Hyd Roller, 560 lift, In224 ex230 @ 50 on a 110 lobe center, installed at 106. It ended up making the most torque and HP installed at 106 after trying it retarded and advanced. After some further carb tweaking the AF ratio settled in at 13:1 on average.

I didn't run the cast iron manifolds because of the dyno setup, instead he ran some generic 1 7/8" tube headers, I'll assume there would be some small HP decrease going to the cast iron units but my guess is it won't be much.

The baseline runs were run with 92 octane unleaded pump gas, the best pump gas numbers were 497TQ/401HP. It liked 33-34 degrees of timing on the pump gas. Then we switched to 110 unleaded race fuel and made better numbers, 516TQ/405HP. With race gas 36-37 degrees of timing worked best.

So, after all was said and done the best numbers were 516TQ at 3,600rpm 403HP at 5,000rpm. The torque curve was very strong from 3,000 to 5,000 rpm and there wasn't any large drop offs in power or torque until approaching 6K. It seems that as predicted, the heads are the cork in this combo and limited the HP numbers, peak HP didn't move more than a few HP up or down with the changes in cam advance/retard or timing changes, but the torque numbers were VERY responsive to both changes.

All runs were done on a "Land & Sea" dyno, the owner told me it's not a "happy" dyno so the numbers will typically show on the conservative side as compared to some other dynos out there.

Couple more pics for the Ram guys

2

I always loved the long rams well all cross rams for that matter.

Yea, they are cool, and definately a trade off for the wow factor, I could have easily gained a bunch of power simply adding some ported Edelbrocks and a single plane intake with a big 4 barrel on top but then it would just be another Plane Jane wedge engine

Motor looks mighty pretty Scott. It'll look even better with the cast iron headers. Nice numbers too, are you going to run the car down the strip? Dave

After I get it home I'll add all the stock details, new paint job, cast iron exhaust manifolds, accessories, etc. and I'll post some pics. It's a stock 1960 413 with the optional Short Rams, so far I haven't figured out what color they would have been from the factory that year so for now the plan is to paint the engine black, the intakes red (like the Long Rams) and the air cleaners gold (as they all were on 1960 LR Chryslers). I'll likely leave off the heat riser tubes for now and run block off plates (basically because I won't need them for cold starts and I can't find any Short Ram heat tube reproductions at the moment).

Mostly a street cruiser but yes, I do plan on doing a bit of drag racing with it, so far the plan is to install it into my 57 2 door Plymouth wagon (which won't be it's permanant home, I have an early Hemi build that will probably be swapped in down the road). Long term I'll be keeping my eyes open for something else interesting to put it in, maybe a fenderless Rat Rod of some kind

Hi, by chance do you still have the 3505 carbs and short ram? I'm trying to restore a 300 J.

Thanks,

Tom Denkler

tdenkler3853@earthlink.net