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Corvette
C3 Forum
1973 vette 454 cam upgrade ideas for smooth power
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<blockquote data-quote="Keith Tedford" data-source="post: 120828" data-attributes="member: 1228"><p>We put a '74 smogger 8-1 454 in our son's '69 Chevelle a few years ago. The only changes were, a Cam Dynamics 272 Energizer hydraulic cam, that works with stock valve springs because you never need to turn over 5K rpm with it and it makes good torque. Think Pontiac and torque, not high revving small block. A Chevy hi-rise rectangular port intake on the oval port heads was cheap at the time and made the engine look like a hipo version. Works just fine despite what "experts" say. A 750 vacuum secondary Holley, #72 primary jets, #76 secondary jets, #65 power valves. Headers don't make much difference when closed so are a bit of a waste of money for the street, but do look pretty. This car, with poor traction, still ran 13.6s, shifted at 5K rpm. Shifted at 5800......14.3s as it was way over its cam power peak. With slicks and road weight, would have run very low 13s as set up. Not bad for and engine and mods that didn't add up to $1K total. As far as dyno numbers go, they don't always translate into the quickest car. A friend works a lot on swapping LS, 5.3 and 6.0 litre engines into street rods and older cars. Half of his work is talking people out of poor combinations of pieces that he knows won't work together. They read something and take it as gospel. Then there is the driver. There is a guy who couldn't get his car into the 13s. An experienced driver put the same car into the 11s. He didn't even realize that he was spinning half way down the quarter mile. I like time slips.</p></blockquote><p></p>
[QUOTE="Keith Tedford, post: 120828, member: 1228"] We put a '74 smogger 8-1 454 in our son's '69 Chevelle a few years ago. The only changes were, a Cam Dynamics 272 Energizer hydraulic cam, that works with stock valve springs because you never need to turn over 5K rpm with it and it makes good torque. Think Pontiac and torque, not high revving small block. A Chevy hi-rise rectangular port intake on the oval port heads was cheap at the time and made the engine look like a hipo version. Works just fine despite what "experts" say. A 750 vacuum secondary Holley, #72 primary jets, #76 secondary jets, #65 power valves. Headers don't make much difference when closed so are a bit of a waste of money for the street, but do look pretty. This car, with poor traction, still ran 13.6s, shifted at 5K rpm. Shifted at 5800......14.3s as it was way over its cam power peak. With slicks and road weight, would have run very low 13s as set up. Not bad for and engine and mods that didn't add up to $1K total. As far as dyno numbers go, they don't always translate into the quickest car. A friend works a lot on swapping LS, 5.3 and 6.0 litre engines into street rods and older cars. Half of his work is talking people out of poor combinations of pieces that he knows won't work together. They read something and take it as gospel. Then there is the driver. There is a guy who couldn't get his car into the 13s. An experienced driver put the same car into the 11s. He didn't even realize that he was spinning half way down the quarter mile. I like time slips. [/QUOTE]
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Corvette
C3 Forum
1973 vette 454 cam upgrade ideas for smooth power
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