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Dodge 318 w/Crower 224°-224°
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- Опубликовано: 1 ноя 2022
- Aluminum head .040" over 1973 Chrysler 318 sporting a new custom Flat Tappet Crower 224°224°-270°270° 110 LSA camshaft. This is a carbon copy clone to Comp Cams Magnum 270H.
Four different MIC angles. Plug in your ear buds or home theater and enjoy the music.
Below is a video of the same car, same engine running with a Summit #6900 camshaft and a Comp Cams High Energy 260H⬇️.
• Mopar 318 Cam Sounds- ...
**New Blueprinted Edelbrock 600 CFM Performer AFB carburetor test. wide open from idle⬇️⬇️
• Video
**Latest Comp Cams XE256 & Torker 2 intake manifold with 1" 4-Hole carb spacer⬇️
• Dodge 318/XE256 Cam Br...
Sounds great! I personally used a (free!) NOS Cam Dynamics (later Crane) 272* 216*@.050" .454"lift 110LSA cam in my '86 D250 318 and loved it!! Choppy low idle but smooth by 1500-2000rpm and what a torque band!! Now I have a Comp 270S solid FT, 270* 224*@.050" .468"lift 110LSA cam in a shorty D150 with an A833OD and love it as well!! Nice video, thanks for posting!!
@@Projects5309 That should be a nice grind as well, the 112 is my go-to for vacuum and smoothness.
It's called a 'White Box' cam. It's made by CMC (Camshaft Machine Corp.) in Jackson Mich. and sold to at least a dozen 'Cam' mfrs and they re-box it as their particular grind. Don't look for anything earth shattering out of a 'white box' cam for anything. If you order a small block Mopar cam and the small block Chevy cam has the same specs, it's a 'white box' grind.
A couple cam grinders who are actually talkative mentioned these white box cams. This Magnum 224° @.050" is the worst camshaft I ever ran by far. Bucked like crazy trying to idle through a parking lot (4-speed) .Didn't start running smoothly till 1800 and didn't come on to the boil till 4400 & was all done by 5200. WTF... Horrible.
@@Projects5309 I had that experience with a 440 cam. It was the 292.509 Purple cam. What a POS! Basically, forget it under 3000 rpm. The engine would lope all the way through the 2500 rpm range. But literally after 3000rpm it was like flipping a switch and it took off like a rocket. That was advanced 4 degrees with bleed down lifters too. 2 really good cams for a small block are the 340 auto cam and that Comp 268 HE. I think the 340 cam is 210/220@.050.
Sounds good and healthy
Thanks for the comments 👍.
I'm assembling the engine right now. It's been apart for the past two months as the Edelbrock aluminum heads became problematic with leaking valve seals and valves that were no longer sealing.
Since it's apart, I installed yet another camshaft, this one being smaller than the Crower 224° that's in this video which sounded great but didn't do anything till 4400 RPM. I put in a Comp XE256. 212°-218° @.050" &
I found and restored an old single plane Torker 2 intake manifold. We'll see what happens. I'll have a new video within the next week. 🏁
@@Projects5309smaller cam sounds good but that little 318 is much better off with a dual plane intake.
@@cliffklimas8324
Thanks & you're absolutely right. Last month I installed a pristine 1990's Dual plane Edelbrock Performer RPM Non-air Gap intake manifold. The car ran good before but the new manifold completely changed everything for the better. The car feels like I took half dozen anvils out of the trunk...dead serious. Throttle response is a lot better too so no more hic- ups as I run through the gears mashing the gas. I have an on-board video where you can see exactly what I'm talking about.
This is with Comp XE256 cam & Edelbrock Single plane Torker 2 which just couldn't get a strong enough signal to the carb on this small engine.⬇️⬇️
ruclips.net/video/T9iIuSx3Sq4/видео.htmlsi=I8CDdciQWYk304qa
What is the distributor advance curve , initial adv and vac adv setup ?
I have an original equipment electronic distributor with the heavy spring removed from one side and and both Mr. Gasket 925B springs on the other side which are like weak rubber bands and do almost nothing.
18° base timing & 36° all in by 2,000 rpm.
I'm running the vacuum advance on ported which starts to operate at 10 in. of vacuum then gives 10 ° of advance for 46° total at light throttle when at 2000 RPM or above. Runs mint and returns 14 MPG City. I need to do a highway mileage test which I'll be expecting 17-18 MPG.
I should mention that I ditched this lumpy 224° @.050" camshaft because it ruined drivability of the car. It currently has a comp cams Extreme Energy 256 which I have a video of.
@@Projects5309 I was thinking that 224 was a bit much for street. I built a few engines for customers 30 years ago and I always told them to pick the cam they thought would work best then buy the next smaller one. The 224 cam would have worked good with Rhodes lifters. You have your dist set pretty good. My go to street curve was 10* initial with the total chosen by the combination all in by 3000 [ could be sooner or later , CR , gearing, etc. ] . Vac can hooked to direct manifold vac to add in another 10*. Your curve is more like my race curve but with the ported vac whereas race has no vac.
@@truthboomertruthbomber5125
It's nice to hear from experienced individuals such as yourself, I'm very new to this and still trying to learn.
The car has 3:23 gears w a 4-speed so for cruising, the revs are fairly low which is why I have the distributor coming all in so early, plus with the aluminum heads, it really seems to like timing.
I tried manifold vacuum which made a great idle but vacuum goes lower with any throttle input which has an inevitable negative impact on timing.
This Edelbrock carb gives peak ported vacuum at 1/8 to 1/4 throttle which is where I do all of my cruising so timing is pegged in that range which makes it roll super nice.
We all know that we can discuss ported vs. Manifold vac for days.. haha.
Whatever works pretty much.
You are spot-on with camshafts. It's so easy to pick a camshaft from the bottom of the page and normally nothing good at all happens.
212°/218° @.050" is by far the best cam I've run yet.
How was the streetability of this cam?
Horrible in my .040" over, 9.5:1 aluminum head, RPM air-gap intake & AVS2 650 carbed 318.
4-speed car with 3:23s.
The idle sounded awesome.
The engine didn't smooth out until 1800. 1800 to 4400 it just ran & nothing more. 4400 to 5200 was the super narrow power band then it was finished. With an automatic & a 2500 or 3000 stall converter, it might be okay. The cam was a carbon-copy knockoff of Comp Cams Magnum 270. I would not recommend it. Find yourself a nice split pattern camshaft like I did. Comp XE256 212°-218° @.050" is what I put in and it's a different vehicle entirely. Significantly better performance and drivability with a smaller split duration cam. I almost wish I had installed one size bigger, the XE262. That's as big as I would Ever go. Maybe someday.
A very wise fellow told me 30 years ago that 318s do not want or need a lot of cam. He was right.
whtat compression ratio
9.5:1 +- according to the numbers.
On a compression gauge, 190 psi.
9. 5 making 190 psi mmmmm higher than 9.5 dude
@@rebeccajohnson1407
The crunched math according to Keith Blacks chart says "9.5:1". 190 ish psi is what I have. If that doesn't work for you dude then you can call Keith Black.
Low compression + big cam
9.6:1 on paper. 185psi on gauge.