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  1. #151
    427
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    Didn't you start a Cam thread ages ago that no one answered!? Now we're all ears. Good reading mate..if i only understood more..

  2. #152
    Do you ever leave? paulzig's Avatar
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    Quote Originally Posted by 427 View Post
    Didn't you start a Cam thread ages ago that no one answered!? Now we're all ears. Good reading mate..if i only understood more..
    Dont know, maybe I was drunk... Its a show and tell manifold thread this one...

    People like cams for some reason, I like the manifold especially single plane which you can see from the outside..

  3. #153
    casual poster JaseQ314's Avatar
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    Quote Originally Posted by paulzig View Post
    The crane 288 advertised numbers are 288 intake and 296 exhaust 108 LSA no advance 108ICL 108ECL just for a starting point.

    IVO= 288/2 = 144. 144 - 108ICL = 36
    IVC= 288-180-36 = 72
    EVO= 296-180-40 = 76
    EVC= 296/2 = 148. 148 - 108ECL = 40

    Change the cam intake and exhaust centrelines by advancing and retarding and numbers will change slightly.. I did this on calculator, but its easy to make a spreadsheet
    I'm sure you used to be able to look up the cam card on the web using the cam part number which gave all these specs. You still can for the yank stuff on the main Crane website but not the Aussie cams anymore it seems.

  4. #154
    Do you ever leave? paulzig's Avatar
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    Quote Originally Posted by JaseQ314 View Post
    I'm sure you used to be able to look up the cam card on the web using the cam part number which gave all these specs. You still can for the yank stuff on the main Crane website but not the Aussie cams anymore it seems.
    Doesnt matter, now you know how to work it out you dont have to...

  5. #155
    Senior Member Rimmo's Avatar
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    Quote Originally Posted by paulzig View Post
    Unless someone wants a peak number and have it drop off sharply after that, or they have street gears and no stall? but it may not be reverse pattern at seat-->seat duration either so you have to take that into account there is no set way to achieve similar outcomes..

    ...
    I'm doing something similar atm, Tall gears daily driver, single pattern on tighter centers to give it more mid range but fall over after peak. Kinda like a mechanical rev limiter. Not sure I'd want to try a reverse split but the lobe shape may make it otherwise as you say.

    That manifold is like a tall slim Latina woman swaying her hips as she walks down the street....

  6. #156
    Do you ever leave? paulzig's Avatar
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    Quote Originally Posted by Rimmo View Post
    I'm doing something similar atm, Tall gears daily driver, single pattern on tighter centers to give it more mid range but fall over after peak. Kinda like a mechanical rev limiter. Not sure I'd want to try a reverse split but the lobe shape may make it otherwise as you say.

    That manifold is like a tall slim Latina woman swaying her hips as she walks down the street....
    Thats what its doing though, if you open the exhaust valve late enough it will stop revving.. If you want something that drops off a cliff, noses over hard after it peaks then maybe thats the way to go? Its like me on a night on the town, going relly well, then hit peak of drunkeness bang I'm done time to call it...

  7. #157
    casual poster JaseQ314's Avatar
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    Quote Originally Posted by paulzig View Post
    Doesnt matter, now you know how to work it out you dont have to...
    A little knowledge is a dangerous thing .

  8. #158
    Do you ever leave? paulzig's Avatar
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    Quote Originally Posted by JaseQ314 View Post
    A little knowledge is a dangerous thing .
    Know that you do not know and you know everything...

  9. #159
    Do you ever leave? HPE PETE's Avatar
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    i just stumbled across this and thought i'd have a quick glance through it......my head is hurting from information overload but some great discussions and information on here.

    remember damos old 355 heads paul, you have seen those they were x section limited, it used to cross the line over 7500 with a bog stock harrop, i believe the eddy has a slightly better plennum but they would be very close i have done some testing but nothing dyno/track tested yet, that engine would have peaked around 7k but still pulled a big heavy car past there no probs..... adding "some" duration to offset the lack of x section can work but if you go too far it just ruins the power/TQ curve

    have just finished doing work on the edelbrock intake for a std stroke engine will be dynoing that in the next month or so.......for a 383 with some rpm the pro paw could be virtually used out of the box

  10. #160
    Do you ever leave? paulzig's Avatar
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    Quote Originally Posted by HPE PETE View Post
    adding "some" duration to offset the lack of x section can work but if you go too far it just ruins the power/TQ curve
    The law of diminishing return will screw you at the end... Add to that you are robbing from the bottom to give to the top... That VN head may be x-section limited but the velocity profile is better than some other junk thats out there if its crossing at 7500RPM that had some stick in it too, fair bit of duration..

    This eddy will remain untouched, no porting not even port match.. Just plonk.

    I'll drop in next week..

  11. #161
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    Quote Originally Posted by HPE PETE View Post
    i just stumbled across this and thought i'd have a quick glance through it......my head is hurting from information overload but some great discussions and information on here.

    remember damos old 355 heads paul, you have seen those they were x section limited, it used to cross the line over 7500 with a bog stock harrop, i believe the eddy has a slightly better plennum but they would be very close i have done some testing but nothing dyno/track tested yet, that engine would have peaked around 7k but still pulled a big heavy car past there no probs..... adding "some" duration to offset the lack of x section can work but if you go too far it just ruins the power/TQ curve

    have just finished doing work on the edelbrock intake for a std stroke engine will be dynoing that in the next month or so.......for a 383 with some rpm the pro paw could be virtually used out of the box
    Pete, I know your a very busy man, but Id love to see some results from the engine your fitting the Edelbrock to if you get a chance. Cheers

  12. #162
    Do you ever leave? HPE PETE's Avatar
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    Quote Originally Posted by 46Crab View Post
    Pete, I know your a very busy man, but I’d love to see some results from the engine your fitting the Edelbrock to if you get a chance. Cheers
    i may do a thread if i get time, all the work is done its just about ready to assemble, dyno in a few weeks

  13. #163
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    Quote Originally Posted by HPE PETE View Post
    i may do a thread if i get time, all the work is done its just about ready to assemble, dyno in a few weeks
    Thanks Pete, Im sure there are many of us that would be interested (and would appreciate it) if you can find the time to do a thread on it

  14. #164
    casual poster PSI 304's Avatar
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    That would be great information, i know alot of people are curious as to how the edelbrock product stacks up against the more expensive domestic intakes.

    Sent from my SM-G950F using Tapatalk
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    I'll be watching AV8.

  15. #165
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    well screw you all i got lost in the cam bs

    relating to where this thread started have been looking at the edelbrock manifold for a while so i popped off to my local and bought 2

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