RobbMc starters are an option, and add the Pinion Support.

https://www.robbmcperformance.com/products/fordat_starter.html

It's not really a big deal, it is what it is. Flow #'s are
just a guide, something showing a potential.

A Dyno shows results to a degree.

As to the lower flow #'s, I figured that would happen
due to the larger Int valve. But I was also glad that I
was correct about the top end flow.

If it's a cam that Comp ground for me, they will give a lobe lift and then the rocker ratio is generally the lowest ratio that's available for that engine family.  So with the FE, Comp's cam cards will always show a gross lift calculated with a 1.73 rocker.   Bullet will generally not be like that. 

That's why you always do the math yourself when you're staring at a cam card, just to double check things.

Cams are chosen by valve events.  Each engine build can require different valve events.  That's why sometimes there is a large difference in cam specs.

Most guys focus on the .050" duration and the LSA, but completely skip other key specs that play a huge role into things, such as the advertised duration, lobe spans, .200" duration, .050" overlap, advertised overlap, etc. 

Regarding your camshaft:

It's a billet core.  You can get away with more aggressive lobes/lift/etc. on those cores.  Just because the .050" durations were within a few degrees of the cam that was ground for Cody's engine doesn't mean that they will behave the same way. 

What will help your situation the most is that your heads are ported.  Cody's heads were not.  Adding 75-80 cfm to a cylinder head should do nothing but add more power and raise the peak hp rpm.   So I would expect a lot more horsepower with your build and a much higher horsepower rpm peak.

I was just referencing Codys cam, but your correct my heads are ported so that will make a difference, but his heads will have better lower Int numbers but mine have much better exh numbers the intire range, but still not as good as should be.
The Bullet cam was orignaly intended for the 397ci TP Dyno motor wasn't it, so I was also checking that build, those cast iron TP heads were ported by JC, and they had much better lower Int numbers too .600" also, but mine start flowing after .600" lift and that Bullet cam I read is ground to provide better flow numbers from .200" on, so will see, also it's said that lower LSA like higher lift cams. Also, I have a good feeling about this cam.

I have a question, which PSI springs did you use for the Cast Iron TP heads ? I've been reseaching parts to finish my heads, Pac Racings Springs, their Circle Track ones have some options, and I even looked at Manley, but I like the the PSI springs  their Sprint Cup springs, because they use the Max Life treatment on their springs, which increase their running life .

I am looking at thei PSI CT 1526 ML
Valve Lift .715
Dia. 1.460"
Seat 213 @ 1.960
Open 532 @ 1.245
Coil Bind 1.150"
Distance to coil Bind 0.095"
Recommended Distance to Coil Bind:
Push Springs:   .060" to .100"
Spring Rate 447 Lbs/ Inch

Cam showed Fri, thanks.

So, Brent how do you think this cam will work in a 494 ci motor, with Jays Ported Tunnel Ports.

Motor specs: 4.300 x 4.250
Head specs: 8mm Hollow Stems x 2.300 Int x 5/16 x 1.735 exh
The seats were cut with a 5 angle valve job,
and I went with 45 deg angle seats.

Intake Flow Numbers
Lift        Flow
.400     258.16 
.500     308.48     
.600     356.53   
.700     390.40
.800     411.79
.900     425.16

TP Exh Flow Numbers
Lift      Flow
.100    58
.200    119
.300    181
.400    208
.500    229
.600    240
.700    244
.800    247
                                               
The chamber bore size's, I had opened up to 4.300" to help to relieve
the Int & Exh shrouding to help with flow. Unfortunately, it was done
after the heads had already been flowed, so the current numbers 
could be slightly increased.
   

Email Sent.

Did they, do they make a head with NASCAR embossed on the face of head? If so, what is different about them?
Thanks

It's the FE Pro Ports that are NHRA Super Stock approved and embossed on the end of the heads with NHRA. You can read up on the Pro Ports.

And when FE's were used in Nascar back in the sixties, there were no Aluminum Edelbrock heads.

       Heads Up for everyone.
AV fuel has deicing agents for the cold at higher altitudes, and can be an issue for our high compression, big buck motors.

AV motors are low compression, and run in the 3,500 to 3,800 rpm range.



[ :)quote author=Rory428 link=topic=12785.msg137240#msg137240 date=1748565072]
Curious how much he special carb, new fuel pump, and other mods cost? Compared to a couple of barrels of Sunoco or VP race gas. I sure wish race gas only cost $10. a gallon here in Canada. I usually get 2 seasons from a 55 gallon drum, usually used VP C12, my las barrel was Sunoco Supreme, as it was a bit cheaper than the VP (at "only $1550. for a 55 gallon barrel!) That worked out to $28. Canadian per US Gallon. I did a back to back to back test between the Sunoco Supreme, Sunoco Standard, and  LL 110 "Av Gas", (my local dragstrip is a municipal airport between race weekends), and my Fairmont ran exactly the same with all 3 fuels on the same rack, on the same day. Guess I will be running the AV gas once I use up all the Sunoco. We don`t`have E85 readily available here, some guys do run Alcohol/Methanol, but that requires a new carb (or fuel injection), fuel pump, fuel lines, and draining the fuel system between race weekends, and lubricating the system . Does E85 require similar maintenance ? More work than I wan to deal with.
[/quote]