Quote:
Originally Posted by mike coates
Todd,
The cam specs come from the NHRA / IHRA engine specs. For the high compression 340's, the specs have the 330 ish duration. They don't match the "advertised" specs. I think Danny Waters Sr. may have the specs. Terry Bell used to have them, but I don't think he does anymore.
They have to be the old specs from before they removed the duration requirements, from like 20 years ago. I have them for the '70 340. I am not sure if they are the same for the earlier ones.
I have an ISKY stock grind that is around 348 @ .050. with .478 lift I think. It is the dwell nose type. The higher lift works because I run the stamped rockers and the ratio is off from the 1.5, so the actual lift at the valve is still a little short. It is supposed to be a good cam for a regular stocker, but I think it is too much for a pure stock. I run stock valve springs per the rules and I only get 6200 - 6300 rpm. If I were to get another, I would get one that works more to that rpm range.
Some time ago, I talked to the guy with the pure stock demon. I think he was only shifting @ 6000 and 4.56 gears and he was running around 12 flat. I don't know what his specs were. But as I said, I built my engine and I think he had someone build his. I know there are probably several items that could be improved on mine.
Mike
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I still have the Dodge specs up to around 1973. Dont forget that in Pure stock you are supposed to run the OEM type trans that came with the engine combo that you are claimming. No manual valve bodies either but I know of a few who are cheating and geting away with it using a 904 instead of the 727. Early 340's are suppposed to use a 727 Torqueflite and NOT the 904. No back cut on the valves either unless it was factory like the 455 SD Pontiacs and newer Vettes, etc. 99.9% of the current tech guys wont know the difference so if you have no morals go for it.