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Private Classifieds / WTB - 427SOHC OEM rocker arm parts
« on: November 10, 2023, 10:24:51 PM »
WTB Cammer rocker arm wheel shafts and needle bearings.
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2
FE Technical Forum / Re: Backyard built 427 SOHC
« on: March 08, 2023, 03:04:05 PM »
Has anybody tested the difference in power between “improperly” ground Crane Cams vs properly (mirror image) ground Comp Cams? (Similar specs obviously)
The reason I ask is my engine is apart now and it has Crane Cams. I’m curious if it’s worth the extra cost to buy a set of properly ground cams.
The reason I ask is my engine is apart now and it has Crane Cams. I’m curious if it’s worth the extra cost to buy a set of properly ground cams.
3
FE Technical Forum / Re: Cammer chain idler and tensioner bearings
« on: February 23, 2023, 06:17:20 PM »
Yes that helps. Thanks.
By the way, before he passed away I spoke to Jim Greene about modifications he did to his cammers. He mentioned modifying the mounting location of the idler gear pedistal/base to prevent it from tilting or flexing under load. I believe he attributed the flex from the gasket under the center of the pedistal (behind the back plate) with no support on the sides of the pedistal/base. He felt this flexing was causing a slight misalignment of the chain and sprocket causing premature wear. He said before he performed this modification he was only getting 15,000 miles from a chain set. After the modification he never experience another failure well beyond 15k miles.
I don't remember exactly what he modified but I believe he replace the gasket directly under the pedistal/base with a steel shim (same thickness of the gasket). This shim still wouldn't support the edges of the pedistal/base but it would not flex under load like a cork gasket would thus preventing slight misalignment.
Have you heard anything about this? Or is this a non-issue?
By the way, before he passed away I spoke to Jim Greene about modifications he did to his cammers. He mentioned modifying the mounting location of the idler gear pedistal/base to prevent it from tilting or flexing under load. I believe he attributed the flex from the gasket under the center of the pedistal (behind the back plate) with no support on the sides of the pedistal/base. He felt this flexing was causing a slight misalignment of the chain and sprocket causing premature wear. He said before he performed this modification he was only getting 15,000 miles from a chain set. After the modification he never experience another failure well beyond 15k miles.
I don't remember exactly what he modified but I believe he replace the gasket directly under the pedistal/base with a steel shim (same thickness of the gasket). This shim still wouldn't support the edges of the pedistal/base but it would not flex under load like a cork gasket would thus preventing slight misalignment.
Have you heard anything about this? Or is this a non-issue?
4
FE Technical Forum / Cammer chain idler and tensioner bearings
« on: February 23, 2023, 01:34:32 AM »
Does anyone have part numbers for the chain idler and tensioner bearings?
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FE Technical Forum / Re: Holley idle air bleed tuning with wire....need some experience.
« on: July 16, 2021, 12:35:34 AM »
I tried the wire in the air bleeds technique. I don’t recall the wire diameter I used but I know it was very small and it richened up the mixture way more than I needed. To make small adjustments I doubt you can find a small enough wire. You may need to order a new smaller bleeds than you have now (assuming yours are replaceable).
Do the math. 2 smaller size bleeds is an area smaller than any wire you will find.
Do the math. 2 smaller size bleeds is an area smaller than any wire you will find.
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Private Classifieds / WTB: 427 SOHC Hilborn/Borla/Stack IR manifold/injector setup
« on: April 16, 2021, 10:39:13 PM »
Want to buy a Hilborn or Borla style IR intake for a Cammer. Electronic or Mechanical Injection is OK.
2-7/16 or 58mm throttle plates are OK.
2-7/16 or 58mm throttle plates are OK.
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FE Technical Forum / Re: Oil Pump Dyno
« on: February 11, 2021, 02:16:25 AM »
So what have we learned so far???
- It’s a probably a good idea to case harden the oil pump end plate and using a thicker plate or doubling up the end plate with longer bolts might be a good idea as well?
- Purchasing a “blueprinted” oil pump (ie. Precision Oil Pumps) actually helps increase flow and is probably worth doing?
- Running a slightly higher than standard relief setting is a good way to move the cavitation problem up the RPM range thus minimizing chance of it happening?
- HV pumps are not required in the vast majority of engine builds.
- Using the relief at the back of a SideOiler block as your primary relief and setting the relief inside the oil pump 10 psi higher may be a good idea?
Agree? Disagree?
- It’s a probably a good idea to case harden the oil pump end plate and using a thicker plate or doubling up the end plate with longer bolts might be a good idea as well?
- Purchasing a “blueprinted” oil pump (ie. Precision Oil Pumps) actually helps increase flow and is probably worth doing?
- Running a slightly higher than standard relief setting is a good way to move the cavitation problem up the RPM range thus minimizing chance of it happening?
- HV pumps are not required in the vast majority of engine builds.
- Using the relief at the back of a SideOiler block as your primary relief and setting the relief inside the oil pump 10 psi higher may be a good idea?
Agree? Disagree?
8
Private Classifieds / Re: WTB - road draft tube for 4V 427 SOHC
« on: October 17, 2020, 12:33:22 AM »
Thanks for the info.
I was hoping the standard 427 tube would fit.
I was hoping the standard 427 tube would fit.
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Private Classifieds / WTB - road draft tube for 4V 427 SOHC
« on: October 14, 2020, 10:51:39 PM »
Looking for a road draft tube for my 427 SOHC.
Also, does anyone know if this part is unique to a Cammer or will a standard 427 tube fit?
Also, does anyone know if this part is unique to a Cammer or will a standard 427 tube fit?
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Non-FE Discussion Forum / Re: Darkening Magnesium wheels
« on: July 31, 2020, 09:44:02 PM »
I’ll try them. Thanks.
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FE Technical Forum / Re: Need help with Holley carburetor tune.
« on: July 22, 2020, 02:05:19 AM »
I didn’t mention it but I did what you suggested. Turned the idle screws in 1/2 turn and no difference in how it behaved and nothing noticeable with AFR while driving. The only change was the Poor idle
I ran with my vacuum gauge attached and got a pretty good idea what readings where at different events. When the engine is running super lean at mid throttle it had approx 10” or more vacuum. Idle vacuum = 11. Cruise vacuum is 11-20 depending on load. And I could see the PV open at exactly 6.5.
I checked my timing, it was 10 at 850rpm, 12 at 1000, and 32 at 3000 rpm.
And I checked my valve lash. It was .018 and .022 cold. None needed readjusted.
I ran with my vacuum gauge attached and got a pretty good idea what readings where at different events. When the engine is running super lean at mid throttle it had approx 10” or more vacuum. Idle vacuum = 11. Cruise vacuum is 11-20 depending on load. And I could see the PV open at exactly 6.5.
I checked my timing, it was 10 at 850rpm, 12 at 1000, and 32 at 3000 rpm.
And I checked my valve lash. It was .018 and .022 cold. None needed readjusted.
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FE Technical Forum / Re: Need help with Holley carburetor tune.
« on: July 20, 2020, 08:37:53 PM »
When I started the thread I thought the custom carb was a 780 because that’s what the original owner told me. After a little research I learned it was a custom 850-HP. After a dozen unsuccessful adjustments I pulled that carb and installed a 25 year old 850 double pumper. Both carbs started on the engine is stock form.
The 850-HP I started with (that I originally thought was a 780) had the builders original settings in it and it would run 20 to 1 lean at mid throttle then 10 to 1 rich at WOT. I pulled this carb and sent it back to the builder for rebuild/recalibration.
Next I installed my rebuilt/cleaned out totally stock 850 double pumper that I originally purchased 25 years ago. This carb ran a little lean at part throttle and less rich at WOT. After pulling the secondary PV and changing some jets it ran MUCH better than the first carb ever did. After the changes indicated a few comments ago it is now running 12.7 to 13.0 at WOT, idling at 13.5, cruising at 13 to 1 (this is why I’m interested in dropping the idle jet 1 number), and mid throttle (just before PV opens) at 14.5 to 1. Then 12.2 to 1 when PV opens.
As you can see none of these numbers are lean despite all the small jet sizes.
However, after all this, the motor pulls strong up to 5000 RPM then feels held back. RPM climb slows down and the sensation of acceleration seems to slow down.
I’m thinking the 2” restriction in my side pipes may fully explain this. The cam timing could be a huge part but I’ll know more after I replace the side pipes. New pipes are ordered and will be on the car soon. I also anticipate the new exhaust may let me put the carburetor tune back to normal. I hope.
Basically I’m going to stop chasing my tail until the new less restrictive exhaust is installed.
I just mentioned I’m running non-ethanol fuel because I thought some where thinking the variations in ethanol content was complicating my tune.
The 850-HP I started with (that I originally thought was a 780) had the builders original settings in it and it would run 20 to 1 lean at mid throttle then 10 to 1 rich at WOT. I pulled this carb and sent it back to the builder for rebuild/recalibration.
Next I installed my rebuilt/cleaned out totally stock 850 double pumper that I originally purchased 25 years ago. This carb ran a little lean at part throttle and less rich at WOT. After pulling the secondary PV and changing some jets it ran MUCH better than the first carb ever did. After the changes indicated a few comments ago it is now running 12.7 to 13.0 at WOT, idling at 13.5, cruising at 13 to 1 (this is why I’m interested in dropping the idle jet 1 number), and mid throttle (just before PV opens) at 14.5 to 1. Then 12.2 to 1 when PV opens.
As you can see none of these numbers are lean despite all the small jet sizes.
However, after all this, the motor pulls strong up to 5000 RPM then feels held back. RPM climb slows down and the sensation of acceleration seems to slow down.
I’m thinking the 2” restriction in my side pipes may fully explain this. The cam timing could be a huge part but I’ll know more after I replace the side pipes. New pipes are ordered and will be on the car soon. I also anticipate the new exhaust may let me put the carburetor tune back to normal. I hope.
Basically I’m going to stop chasing my tail until the new less restrictive exhaust is installed.
I just mentioned I’m running non-ethanol fuel because I thought some where thinking the variations in ethanol content was complicating my tune.
13
FE Technical Forum / Re: Need help with Holley carburetor tune.
« on: July 20, 2020, 01:39:22 PM »
That’s what it is.
Idle feed is 27 on the stock 850DP. I bought it new 25 years ago and didn’t modify it until now.
Idle feed was 33 on the custom 850HP, it’s back at the builder now.
I didn’t degree the cams (original builder did that) so it’s possible that could be an issue.
I’m getting full advance and full throttle. AFR at WOT is 12.7 to 13.0. I only have one wide band so I’m only reading 1 side of the engine. I’m assuming the other side is doing the same thing.
As a reminder I’m Burning non-ethanol.
Idle feed is 27 on the stock 850DP. I bought it new 25 years ago and didn’t modify it until now.
Idle feed was 33 on the custom 850HP, it’s back at the builder now.
I didn’t degree the cams (original builder did that) so it’s possible that could be an issue.
I’m getting full advance and full throttle. AFR at WOT is 12.7 to 13.0. I only have one wide band so I’m only reading 1 side of the engine. I’m assuming the other side is doing the same thing.
As a reminder I’m Burning non-ethanol.
14
FE Technical Forum / Re: Need help with Holley carburetor tune.
« on: July 19, 2020, 11:31:24 PM »
It’s definitely not at factory spec.
It started there, but now:
74 primary (stock 78)
75 secondary (Stock 78)
6.5 primary power valve
Plugged secondary PV (stock 6.5)
PVRC .0620 (stock .0665)
35 primary nozzle (stock cam, don’t remember the color)
31 secondary nozzle (stock cam, don’t remember the color)
Idle/low speed jets are .027 stock, next change is to try .026
I tried .0247 and it was a little too lean. I think .026 will be perfect.
I’m going to wait for the new mufflers before I do any more tuning. The new mufflers have a 3” flow path so I’m sure the carb will need completely retuned.
It started there, but now:
74 primary (stock 78)
75 secondary (Stock 78)
6.5 primary power valve
Plugged secondary PV (stock 6.5)
PVRC .0620 (stock .0665)
35 primary nozzle (stock cam, don’t remember the color)
31 secondary nozzle (stock cam, don’t remember the color)
Idle/low speed jets are .027 stock, next change is to try .026
I tried .0247 and it was a little too lean. I think .026 will be perfect.
I’m going to wait for the new mufflers before I do any more tuning. The new mufflers have a 3” flow path so I’m sure the carb will need completely retuned.
15
FE Technical Forum / Re: Need help with Holley carburetor tune.
« on: July 19, 2020, 05:53:26 PM »
It runs great with the 850DP. But is does begin losing power after 5000 rpm. I’m sure the 2” exhaust pipe is responsible for that.
Below 5k all is well.
Below 5k all is well.