What is your real life experiences with this Erson cam?

Part #-E470301/Grind #-RV10M

Duration:254/254
Lift:435/435

How is the the low end torque? Mid range torque? What is your Idle? Fuel economy? (I know that mostly has to do with driver characteristics). Throttle response? I intend to not breach the 4K rpm mark.

I like the specs but I'm not sure if it's the cam for me. The specs sound very mild, yet mild is good. The primary application for the car is tire shredding and seat-of-the-pants cruising. Extensive head work is planned, gonna run custom dual headers, and a sheetmetal intake with three Holley 1920 one-barrels (total flow at WOT:393 CFM), and a factory stock electronic ignition. A-833 4-speed OD tranny with an 8.25 rear with 3.55 gears. I'm aware of the huge RPM drops with the tranny I've chosen, but it's in the name of retaing cruising economy.

So back to the original topic: The cam.

Doug worked with Erson to get some custom grinds.....

One's the equivalent of the old MP244.


I'll post a link (unless someone beats me too it) of the custom grinds once I find them.

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

Third post down on this page:

http://www.slantsix.org/forum/viewtopic ... &start=105


Also check out the whole thread......

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

That sounds really close to stock specs (If I recall correctly). Is this a cam that you have used before? It sounds interesting, but it also sounds a little to mild.

Dartman,
The specs may look mild however...........it is anything but mild as an everyday driver. It will really wake up your engine........

I have been running that cam 4 years now and I love it. My setup is listed below my name...I am wondering if anybody ever reads it......so I will make an itemized list a few items..... Click on the red link below my name to view pictures of the engine. Double click on the first picture for full screen slide show mode.

To put into context as to why it has awesome torque right off idle, there are a few things to do to maximize its effect. My entire build is listed under the engine build matrix stickey for "Torque and Mileage". The build was prescribed by "Doc" for a heavy car and best mileage with a 2.76 ratio.

1. .030 over bore
2. bowl ported under the valves, gasket matched and street ported the runners
3. advanced the cam 4 degrees
4. recurved the distributor for a hard but progressive hit, 52 degrees timing limit at 3000 rpm.
5. reworked the 1920 Holley Economaster which has different characteristic over a standard carb for a healthy pump shot
6. .045 gap on the NGK UR4 plugs
7. lash set to .008 on the intake .018 on the exhaust
8. 2.25" exhaust and 24" long Magna Flow muffler and 2" diameter by 22" long resonator for a super quiet exhaust.
9. cold ram air mod
10. fuel pump mod and heat deflector for carb.
11. "489 case" 8 3/4 2.76 gear ratio Sure-Grip
12. Rewired the engine harness and went with Single resistor for 10 volts at the coil at 600 rpm idle in gear.
13. alcohol/H20 injection
14. balanced crank, rods and pistons
15. 9.5 to 1 compression
16. 0-30W Mobil 1 and WIX- 1806 filter

With a #57 or 58 jet the car will go sideways at a light right off idle. It is very punchy and torquey. With a #60 jet it feels better than a stock 318. It winds out to 3000 rpm very quickly and then is more gradual up to 4000 rpm where it peaks.
With a #56 jet it get's over 25 plus mpg. I have been driving the car over 130 miles a day. When I fill up the Alcohol/H20 injection is even better. I can hit 90 mph at the end of a freeway ramp. From 60 mph to 90 mph is a blink of the eye with hard acceleration. 4000 is tops with the MOPAR orange box/MSD blaster 2 coil and single barrel. Idle is smooth at 10 to 12 degrees initial. It is fine through 16 degrees.

Upgrades I am working on are: one of Doc's reworked oil pumps, double roller chain, crank scraper and a Pertronix 60130 HV E-Core 3 ohm coil so I can eliminate the ballast resistor. I have a 4 barrel manifold and carb on stand by and a complete super six setup.

Since I am running a 904 with over 400,000 on it in a 3600 lb. car I hit the limits of the the little 1920 carb. Your 833 with 3.55 gears and more carb, head work would be a blast.......just have a couple of sets of tires and wheels ready to go and a few rear ends. I went through a set of P245 60's, a set of P235 60's and am now working on a set of P225 60's. I also went through (3) 7 1/4 rear ends, one 2.76 ratio, one 2.94 ratio and one 3.23 ratio.
So far the P225 60 BF Goodrich T/A radials, Edelbrock IAS shocks and Randy's Ring and Pinion built 489 case and Sure-Grip are holding up fine.
It is a fun car to drive and I enjoy the spunky feel allot!

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Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

My experience with the MP 244/435 cam is similar, though I don't shred tires with the 170. A 9.5 compression ratio works well with this cam. It feels quite spunky, FAR more interesting to drive than any stock 170 (which had a 232 degree cam as I recall). Other than the wonderful "excited playful kitten" attitude from the crisp throttle response, the engine still feels and sounds pretty much stock. And of course, it's still quite mild compared to any of my slant six brothers and sisters at the track.

Daily driving is much more satisfying, and I can tell you that my mpg did NOT drop measurably after the change.

In short: warm up your engine a tiny bit, you won't regret it.

- Erik

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Lots of early Valiants and Barracudas have crossed my path.
Also a handful of other toys for variety now and then.