FACTORY CYLINDER THEORY AND CAM SPECS

I have some knowledge of Chrysler theory for the swirl port head design. Cam height reflects what Chrysler envisioned for the flow of these heads. Looking at the specs for 360-4 stock eliminator cars there 2 cam specs denoted as SC (small cam .423*/423*) and BC(.462/.473). Any duration is acceptable. Using the same head w/ or w/o "stock head being stock" the small cam performs better. What's going on here?

I’m not sure what you’re saying, but the fastest of the SB Mopar Stockers all use the high lift cam....... the C/D/E/F cars.

The Chrysler cam design has many more variables than max power with a specific port. Included is the always popular "how cheaply can we make it".

That the 340's. The 360's are in the H/I class and they are allowed to use the swirl port heads.I'm looking for a cam that will work with stock head and achieve the most power, trackwise.

I'm almost sure that Mopar went to the smaller lift cams in 1972 they also went to the smaller valves in the 340 heads and lowered the compression ratio also

The cam was the same till at least 74, all the factory specs are listed here. http://www.nhraracer.com/content/general.asp?articleid=46634&zoneid=132

Any body that has run a Stock Eliminator 340 knows those cam specs were Mopars imagination. In 72 the piston went from .045 above to .054 down. head gasket went from .032 to .036 and intake valve went from 303 to 1.88.

I believe the ports on the 308 heads are smaller than the earlier heads, and its more about velocity in the port regardless of of lift, and the duration is what makes the power. just my opinion.

It would be the valve timing events that make the power, rather than the lift