Dilemma on 69 Fairlane engine?

[Gregwill16]

Brian I think a situation such as this warrants the small additional cost of a custom cam. But if an "off the shelf" cam is what you want, a mild CJ with an automatic would be the Comp 268H. If you want a little better sound and aggression, go with the Comp 270H.

[Dumpling]

He wants power brakes for a no-doubt dainty wife. Is that going to be an issue with any of the cams above?

[My427stang]

If he stays in the overlap range I mentioned, he will have plenty of vacuum. 

A 268H is likely too small and would put him on the edge of detonation unless he retarded it and/or fought the tune a bit

[My427stang]

So, it would idle ok and be ok by virtue of what I listed? I'm not opposed to running things as they currently sit. I'm just trying to be proactive to my future health wise, etc.

I had planned on a Hughes convertor in the 2400 stall range. Coupled with 3.89 gears in Fairlane.

Would I be ok?

Thx,
Brian

That combo will run fine, it's not wild by any means but might be a little low on vacuum.  Mama will be more unhappy with the gears than the engine IMHO

I have seen that cam in a few 428s and they do run well even at low RPM, but likely not a lot of vacuum

[plovett]

Just wanted to reiterate that Brian said he is running CJ manifolds, not headers. 

pl

[blykins]

To be honest, I think the current cam would meet your needs.  I'm reading that Comp XE274H cam as 230/236 @ .050", 274/286 advertised, 110 LSA, 106 ICL.  It would have 60 degrees of overlap, which is more than plenty to run power brakes (on a well-sealed engine, 64-65 will often yield 14-15 inches) and it will have a slight lope to it.  Nothing radical or thumpy. 

I agree that the deep gear would probably wear on someone who wasn't "gear head oriented" but it's still not a deal breaker. 

I think that cam with that engine/head combo would probably peak the horsepower at around 5400-5500.  Probably a 430 hp engine with 460-470 lb-ft. 

Don't get me wrong, I'm a complete hater against  the "universal" cams with a 6 degree split on a 110, but if it's already in the car, I'd be hard pressed to do a cam swap and break-in on something else. 

[plovett]

Maybe advance the current cam another 2-4 degrees depending on where it's at now?

pl

[cjshaker]

I've never seen so much debate over building a 'mild' engine...lol
A stock 428 should be plenty for any normal person to have lots of fun, but we live in an age where everybody wants POWER. This is a good example of NOT everybody. A mild CJ type cam and RPM intake is all it would take to have lots of fun, and be plenty reliable. An automatic can make engines much more street friendly with just about any cam, so as long as the current cam can build the vacuum, like Brent says, why change it? As long as it's not difficult to hold at a stoplight (too tight of a convertor), why risk a new cam break-in?

Unless she's really keen on gearing changes, and the "whys" to it, I don't see gearing being an issue unless lots of highway driving is in the cards. Then maybe. Or you could just stick a bigger tire under it and effectively lower the gearing that way.

[e philpott]

 I wouldn't be afraid of a 3.50 or 3.25 gear for cruising

[427John]

Something along the lines of a 351 CJ C6 converter will be a little looser than the stock converter and allow a little higher gear ratio.Also check your stock rebuild C6 and see what servo they put on it,make sure its not an L,N,or S thats a really small servo that will make for a lazy 2-3 shift even with a shift kit,I went thru that trying to figure it out,it had a nice 1-2 but lazy 2-3, I finally looked at the servo,switched it to a D and presto nice firm but not jarring shifts.

[FESCJ]

The trans servo cover has a G? The trans actually came out of a 68 Galaxie XL convertible with 390......kind of a cool car. Guy had trans rebuilt, drove it very limitedly for a short time, and frame broke. Parted the car out. The convertor I was thinking of was a Hughes, step above stock with 2400 stall. If the 351 CJ convertor is better, I'm not opposed? I guess I also wasn't aware that the C6 convertors were universal? I mean, I figured each convertor was specific to engine line ( trans case style)?

I think I'll start out with the 3.89 gears and go from there. A friend had a similar car and gear and I did like it. Car will stay local, more of a farming community area southeast of Columbus, Ohio. I doubt I would drive this car on any Columbus freeways. Crazy drivers going 80/90 mph........guess they love their jobs and need to get there quick? Lol

I appreciate all of the responses with regard to cam and build. Under the circumstances, seems silly to do anything right now. I'll run it, see how things go and proceed from there. I'll bet the Chevy forums don't have the super nice and knowledgeable people that this forum has! Curious question, Chevy small block=Mouse. Chevy big block=Rat. Chevy LS=Hampster?

Everyone please have a good safe holiday season! My best to you all!

Brian N

[My427stang]

Sounds like a good plan Brian, always easier to turn the key and see what it does versus changing it

You are in a good place though if you decide to go mild later, the engine and car will likely be a blast with the healthy cam and a 3.89 or fun less cam and gear, really a nice combo no matter what you do.

[427John]

The trans servo cover has a G? The trans actually came out of a 68 Galaxie XL convertible with 390......kind of a cool car. Guy had trans rebuilt, drove it very limitedly for a short time, and frame broke. Parted the car out. The convertor I was thinking of was a Hughes, step above stock with 2400 stall. If the 351 CJ convertor is better, I'm not opposed? I guess I also wasn't aware that the C6 convertors were universal? I mean, I figured each convertor was specific to engine line ( trans case style)?

I think I'll start out with the 3.89 gears and go from there. A friend had a similar car and gear and I did like it. Car will stay local, more of a farming community area southeast of Columbus, Ohio. I doubt I would drive this car on any Columbus freeways. Crazy drivers going 80/90 mph........guess they love their jobs and need to get there quick? Lol

I appreciate all of the responses with regard to cam and build. Under the circumstances, seems silly to do anything right now. I'll run it, see how things go and proceed from there. I'll bet the Chevy forums don't have the super nice and knowledgeable people that this forum has! Curious question, Chevy small block=Mouse. Chevy big block=Rat. Chevy LS=Hampster?

Everyone please have a good safe holiday season! My best to you all!

Brian N

The one step above stock sounds about like the 351CJ it was just a little looser to help the displacement challenged 351,the G servo if I remember correctly was used in the C-6's used behind the 462's and early 460's used in the late 60's Lincoln Continental at least the one I have came out of a 67 462 Continental I've never run it but it looks like it would be OK.I think sizewise the servo's were the R the biggest used in the big block CJ's,then the H used in PI's and taxis,then I think the G,and then the D which was typically the one used in GT's and also commonly found in pickups, but I'm not sure about the bottom 2 but thats what I remember off the top of my head.I found some tables in factory shop manuals from that timeframe that showed the different sizes on the big and small part of the pistons but can't remember if it was in diameter or square inch area.There was a later version of the D that was the rubber coated one with lip seals which had a different letter but was the same size as the aluminum D with O ring seals but I don't remember the letter.There were several other smaller ones but I never paid much attention to them because the ones I had experience with didn't impress me,I'd be curious to find out if anybody had an original 351CJ C-6 to find out what servo it used,I have a hunch t was the D or its equivalent but not sure,the last ones I saw were before I started paying attention to the servos.As far as the C-6 converters,the bolt pattern where it bolts to the flywheel can vary between small and big block and the the converter snout that engages the back of the crank varies in size but can be made compatible by use of a ring bushing when mating small snout to big crank.

[427John]

By the way I really like sound of your project I've always been partial to the formal roof coupes.

[gregaba]

My 71 Ranchero 429 CJ came with the D servo stock. When I ordered the race rebuild kit for it I asked my trans rebuilder if I needed to order a D servo and he told me I all ready had one.
Greg