As both a Big block Chrysler and /6 owner and knowing what I know about big block cams that Chrysler designed, my question is this.
Chrysler designed the split duration camshaft because they learned that a split duration actually helps get the bad air out of the motor and also acts as a ramming effect to help get fresh air in. NOW, with the bad or lame head design that /6's have, why don't they have split duration cams in them? Did Chrysler ever think of this idea in their testing of the /6? Why not even a split lift for that matter? Wouldn't a split duration cam be a better choice for power? Why, doesn't anybody make one, why are they all the same grinds? Why would I have to have it custom ground to my liking if I wanted one?
Just a few thoughts for you folks to ponder and debate over. I will be following this topic.

Let the reading begin first. Then the dabate.

http://www.datsport.com/Racer_Brown_Menu.html

http://www.iskycams.com/techinfo_index.html

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

OK Charrlie, The Isky article was interesting and I picked up a few things. Whats the deal with the other one? What chapter am I looking for? I didn't read the whole thing, but looked for something pertaining to the topic at hand. Who else?

I haven't read the complete, Racer Brown article either. But there were some good basic theory items in the first chapter. I have several tech pages book marked, but have not had time to read them yet. At this point, with my application, I think a cam with more exhaust event then intake, would be benificial.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Thats just the point! Why don't the choices of cams for the /'s give you this option without having it custom ground? I can go to any cam manufactor and thumb through it and find split cams for all mopars except the /, why? Everybody that grind cams are pretty much ALL the same for the /.

my guess, two words: V8 mentality.

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I've been calling it as i see it for my entire life and that's not about to change. Take it or leave it.

Try three words: Chevy V8 mentality.

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"That thing gotta HEMI in it??"

Two more words, "It's cheaper".

Dual pattern cams are more work to grind and your right, not many people know what really works well in a SL6.
I have had a few dual pattern cams custom ground for Slants and they seemed to work well but I don't have any dyno data to know for sure.
DD

The difficulty comes in the fact that we seldom change only the cam, so it is hard to determine what effects only cam changes create. I had a custom grind made for my slant. It has about the same lift and duration as stock, with a dual pattern, (more exhaust lift and duration), and wider lobe seperation by a few degrees. It was ground specifically for eventual turbo application, but has many miles on it now with normal aspiration. It does indeed have a broader torque curve than the old stock cam, and seems to rev more freely, but I also ported the dead and put in larger exhaust valves. So there you go: what is the cam and what is the porting and valve change. We won;t know for sure from this upgrade, and you probably will not see this test run and dynoed in the car mags any time soon....

why not custom grind? I did for my slant comp cams didnt give me any greif over it they had good sugestions then i modified their sugestions a little.