Sandy would say that cam is not enough bigger than stock to bother spending money on. I am pretty much in agreement. If I had extra money and wanted a stock cam replacement, I'd get the 254, but not for any kind of substantial performance gain.

Lou

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Home of Slant6-powered fun machines since 1988

In 64, the stock cam was 232.........

So a 254 is a bit bigger.....

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Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

Beware of advertised numbers, especially comparing factory to aftermarket parts.

Yes, I should have mentioned that people should try to get the factory 71-up cam, which is a bit bigger. I think all stock rebuild regrinds you get are likely to these specs.

Lou

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Home of Slant6-powered fun machines since 1988

Who's the most knowledgable person at Erson's in regards to Slant6 cam selection? Tom seems to be gone.

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

The most knowledgable people about cam selection are on this site, not at any cam company. They simply do not have the experience to recommend on our motors.

What I mean is that I have never talked to or even heard about a cam company recommending something that turned out to work as well as what has been tried and tested by our racers. The classic example is the dual pattern cams.

Almost all cam company "experts" used to recommend more exh duration, when it is clearly the case that more intake duration is better. If they recomment more intake duration now, it's because of our testing.

My 2 cents...

Lou

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Home of Slant6-powered fun machines since 1988

cool and i forgot to mention this moring that thanks for givin a little bit more desription of what you ar gonna do with the car that helps lots, i would have 2 say 280 would be fine for what you are doing

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1973 plymouth duster 225 slant six .30 over, erson 270 cam, 9.5 to 1 compression, big valves, headers, and a holley 4 bbl
http://cardomain.com/ride/3135091

hey that thing got a hemi? naw its just a slant six

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I talked with my machinist and he is leaning more toward the erson 270 cam. Just because of where it claims to make its power in the rpm rages. He thinks the 270 is a better choice because its rpm range is 2,000-5,000. As opposed to the 280 with an rpm range of 3000-6000. He thinks I would be happier with the smaller because I could pull away from the line sooner. What is your take?

Hmmm. This is a very interesting topic to me. I'm getting to where I'm almost ready to start with my engine upgrade. Mine is going to be a strictly street application, but I do want it to get up off the line as much as the pushbutton 904 will let me.

I've heard the cam I'm looking for is everything from a 270/280 to a 270/270 to a 280/270. I'm more concerned about off the line go anyway. (Let's be honest, we all enjoy burning a little rubber ever now and then. ) Let the debate continue.

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Chuck and the Flying Valiant

Your machinist is used to big bore, small stroke V8's. I am 90% sure he doesn't know how to pick a 225 cam. Erson or any other cam makers RPM ranges are almost entirely based on their experiences with V8's.

I've seen a 360 HP 0.100" over 225 on the dyno that had a 270 @ 0.050" (about 320 deg advert duration) cam in it that made power from 2500-6000RPM. It all depends on your combo.

280/270 (230/220 @0.050") is what I bought from Erson for my mild street motor in my '68 Dart (8.8:1 comp, 3260 lbs empty, good head from Mike Jeffrey). Haven't installed Erson yet. I expect the car will go from 16.30s now (Mopar 244 cam) to somewhere in the mid-high 15s with just the cam swap. It has a 2200 stall converter in the A500 auto, and that should be just on the edge of OK. I will install the cam at 100-101 deg centerline, and it should make power from just above 2000 to about 5500.

Lou

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Home of Slant6-powered fun machines since 1988

I can idle in first gear in traffic with that cam. I parallel park at an aidle.

I launch the car One of two ways. I either dump the clutch at 2500 rpm....or I dump the clutch at the 750 rpm idle. It will idle at 650 ....but wont leave without bucking.

With the right combination this cam makes loads of torque down low......at least as much as a stocker at idle.

I have a little clutch.....I have a little trans. When I launch the car hard from an idle..I just let the clutch out and nail it. About 20 ft out both rear tires break loose and I shift. This is the quickest way to 60 ft.

Stock super 6 manifolds - 66 318 BBD ,3.55 gears , 5 speed

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Yeah....Im the one who destroyed this rare, vintage automobile.....

I have this cam in my car. It idles at 500 rpm in gear. It makes decent power off the but really hits hard from 2200-4500. I haven't turned it tighter than that and probably won't. I am running a Holley 350cfm 2bbl OOTB and HEI iginition with a JY coil. I installed the cam at 102* ceneterline.

I have a convertor that is advertised to stall at 3000 rpm behind a V8. I have yet to run it down at the track, but will this spring. Just to get an idea.

sb

Among all of this informative conversation, I see no mention of the reverse dual profile
RV10M 210 intake / 212 exhaust dur @ 50 lobe separation 108
RV15M 218 intake / 212 exhaust dur @ 50 lobe separation 110,
270 220 intake/ 220 exhaust dur @ 50 lobe separation 111
is it because these are too mild to be considered??
asking as I am in process of picking a cam and just wanting to learn. The RV15 seems to be close to the 270.

thanks

are any cams that are ground for the slant six designed to take advantage of the larger .904 lifter diameter?

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1975 Plymouth Duster,225/6 2bbl. and duels, 904, 7 1/4
1986 Dodge Charger Shelby, 2.2 Turbo I, A525

The 280/270 cam we have discussed is a reverse dual pattern (RDP). 230 @ 0.050" intake duration, 220 exh duration.

I think Ultradyne and Hughes and Reed have claimed cams optimized for 0.904" lifter diameter. My take on that is that it is mostly a marketing thing. Yes, you will get more "area under the curve," but I have not seen the fastest Slants consistently getting better results with these cams. You likely get a bigger gain by going to a RDP cam than by going to a Mopar lifter cam pattern that is even exh vs. Int.

Durability is a concern for fast ramp cams. I would prefer a "max rate" cam made for a Chevy diameter that will last forever on the Mopar lifters.

Lou

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Home of Slant6-powered fun machines since 1988