General Category > Quadrajet Carb Talk and Tips
Best SBC Aluminum Intake for Street/Strip Qjet 355?
AHotRod:
--- Quote from: Mudsport96 on October 31, 2017, 01:22:41 AM ---I don't believe the heads are the reason you lose steam at 4000 rpms. That camshaft is fairly tiny. Is your block a factory roller block or do you run retrofit rollers? Also, what is the max lift your heads can handle? The GM LT4 hot cam is a good choice but, if you're heads can't handle over .500 lift you have to stay with the 1.5 ratio rockers.
Do you have a manual trans or auto? Going with too much cam will be annoying with an auto and stock converter.
Heck I bet you could find a decent stock lt1 or lt4 cam on eBay, in a coupe weighing 2100 lbs it would hustle.
--- End quote ---
I have a retro-fit hyd roller (old block design), TCI turbo 400 ... my goal is to get this puppy to hunt ... I'd like to be around 400+ HP with my factory aluminum intake and Qjet.
I agree on camshaft selection, to big is a bear to deal with and one has to rpm the snot out of your combination to make good power.
Can you post that David Vizard port intake information?
Cliff Ruggles:
400hp is easily obtainable with the Sportsman II heads on a 350 engine build.
I build ours here with flat top pistons and shoot for .035" squish distance. This put the static compression ratio in the mid 10 to 1 range, but they will EASILY manage pump fuel w/o issues if the right camshaft is selected.
Very tight squish is a major player with those engines and rewards the end user with excellent performance, improved combustion efficiency, and less timing and fuel required to make the best power numbers.
I have tried quite a few different camshafts in them, and it's difficult if not near impossible to outrun the plan old 327/350hp grind, or something very close to it in a HR profile. NONE of the "modern" profile cams have ever been overly impressive to me, and for sure the really tight LSA stuff is NOT the best direction to go from what I've seen here.
Single pattern is fine with Sportman heads as they have excellent exhaust flow and intake to exhaust flow ratios. Unless you cap one up with stock log type manifolds no need or benefit from the dual pattern cam anyplace with those heads.
I still wished Crane made their excellent "Blazer" series of camshafts, there were long seat timing, wide LSA and not a lot of lift. This made them excellent in long term use and very easy on the valve train.
We used to use the smaller one, pretty sure it was the 280H for truck engine builds and the larger 300H for street car engines. They were both single pattern camshafts. After the crappy "smog" heads started showing up in the early 1970's dual pattern camshafts became the trick of the week, and even today most offerings we see will be a dual pattern design......Cliff
Mudsport96:
--- Quote from: AHotRod on November 03, 2017, 07:40:30 PM ---I have a retro-fit hyd roller (old block design), TCI turbo 400 ... my goal is to get this puppy to hunt ... I'd like to be around 400+ HP with my factory aluminum intake and Qjet.
I agree on camshaft selection, to big is a bear to deal with and one has to rpm the snot out of your combination to make good power.
Can you post that David Vizard port intake information?
--- End quote ---
I found it and reposted it, may have to click on the pics and make them larger not sure why the showed up smaller.
Navigation
[0] Message Index
[*] Previous page
Go to full version