Comp cams .564

[Nitrofish1]

yep, hears the artical.
http://www.moparmusclemagazine.com/techarticles/mopp_0801_mopar_six_pack_tuning/

its a tough call with the six pack, with the metering plates and the whole setup im approaching 4000 in the intake and carbs alone. a nice holley ultra hp (950cfm) with intake with all linkage etc. would be like 1500 total.

i see that the .509 is a popular cam, but what would be wrong with the .564 in the 3 bolt config? comp says the timing chain is a double roller, otherwise with their parts listing it would be possible to upgrade the timing chain and other individual components, i just like that they matched it all together in this one kit.

 

[mentor70]

there is nothing wrong with that set-up, its more cam than id want to run, but it would be a head turner and prolly hurt your neck leaving stop lights...lol

i would get a Billet Timing chain from Comp with the 9 key adjustment, just incase you need it. you would need a 10-1 or higher static compression to make it work properly. it would no doubt have better tuning manner over a mopar .509, (which has been updated).

the .509 its one of those tried and true cant go wrong type of setups that is very predictable, and has great results.

but ill never go back to a single patter cam again.

 

[Nitrofish1]

there is nothing wrong with that set-up, its more cam than id want to run, but it would be a head turner and prolly hurt your neck leaving stop lights...lol

i would get a Billet Timing chain from Comp with the 9 key adjustment, just incase you need it. you would need a 10-1 or higher static compression to make it work properly. it would no doubt have better tuning manner over a mopar .509, (which has been updated).

the .509 its one of those tried and true cant go wrong type of setups that is very predictable, and has great results.

but ill never go back to a single patter cam again.

with that cam ill prolly still be running a dual valve spring setup, and i see the 3 bolt arrangement for it is the way to go.

right now i guess im open to the .509 or the .564, i could see the .564 being streetable with a 3.55 rear diff or something along those lines, not looking for 4.10 gears or anything for a street car. correct me if im wrong but ive also seen a .525 cam as well?

keep thinking more and more about doing a straight 440 six pack build but with aluminum heads, a cam, upgrades just about everything else besides stroking the motor, i know a stroker build would be fantastic, but i dont want the drive to be a scary one, yet i hear the 440 six pack is capable to making the rear end break loose at just about any speed, and that sounds like plenty of power if were really honest with ourselves lol

 

[mentor70]

a properly set up 440 with six pack is great, when i was 19, i met a guy at the race track one night, and we became friends for many years, he had a 67 GTX with a 440 six pack that he built in HS in 1976! the car was running 12.50s with a 4 sp, and 4:10 dana....and the car had been doing this for 14 years!, never broke, just a bit of smoke between shifts...old reliable!

 

[Nitrofish1]

a properly set up 440 with six pack is great, when i was 19, i met a guy at the race track one night, and we became friends for many years, he had a 67 GTX with a 440 six pack that he built in HS in 1976! the car was running 12.50s with a 4 sp, and 4:10 dana....and the car had been doing this for 14 years!, never broke, just a bit of smoke between shifts...old reliable!

thats the thing, i could run a 500 or a 512 for about the same price as the 440, but im not looking at making the rest of the engine expensive running aluminum everywhere, but i feel like a 500 or a 512 with the six pack i could make it so that while cruising it would be streetable, yet get on the gas would come alive, probably with that .509 cam, still a good upgrade over original, and it would have to make more than the stock 390hp.

 

[Nitrofish1]

ill look online at comp cams wide selection of cams, as well as MP cams, and theyll list the pros and cons of each family of cam, and how theyll all fit, but it doesnt really tell you, hey, this is the right cam for you, i see alot of use of roller cams as upgrades from stock but then when you move up from there to a custom build i see hydraulic flat tappets, but it just seems like they all seem to fit the bill one way or another, i know what each family of cam entails as far as how they work but i guess for me the lines are blurred and i cant decide, just looking for something like that .509 cam or ive seem some good comments about the .525's, its just hard to know what is actually right for the overall picture because the cam selection affects everything else about how the car is set up as a whole.

 

[mentor70]

well, if you commit to a 500, you will need a larger cam, the bigger the engine is made, the more cam it needs to breath.
there is a link to 440 sources cam page to help.
http://store.440source.com/Hydraulic-Flat-Tappet-Camshafts/products/154/

i chose not to do a stroker this time because of all the extra work it takes to make it.

block clearancing, different windage trays, special flywheels. (eight bolt cranks).

things i dont want to deal with.

a properly built 440 will make same HP as a 500, but just a few less ft lbs of torque.

 

[Garys1969RR]

I am running the .509 in my 451. It works great! I would have chosen the .564 you are talking about, but I got this one for 75.00 already broke in, and it's been working great for 3 years now. The intake duration on the .567 is only 3 degrees more total than the .509, and 9 degrees more at .050. Ex duration is 15 degrees more advertised and 15 more at .050 lift. To me this looks as if the .567 has a quicker opening ramp than the .509, does this sound right? I think the .567 would work great for you. I wouldn't hesitate to use it if I was to replace the old reliable .509.

- - - Updated - - -

And the dual pattern cams always seem to have somewhat more ex duration than on the intake lobe. This is very beneficial, I suppose because the ex port never flows as much air as the intake port. Any thoughts on why the dual pattern cams work better than the single pattern ones?

 

[mentor70]

dual pattern cams have more tailored profiles that benefit cylinder filling, and exhaust scavenging, by using Asymmetrical lobes, you can do things like close the intake valve a little earlier to build cylinder pressure to help a low compression enigne, and build manifold vaccum to aide in carburetor tuning. all in all a more efficient engine.

 

[Nitrofish1]

Mopar Muscle did this article with a updated 440 six pack setup, made some nice numbers

http://www.hotrod.com/how-to/engine/mopp-0212-six-pack-system-test/

Used a .545 cam, but it couldve supported the .564, Comp also suggest the .507/.510 cam as an update to the .509.

 

[wyrmrider]

one of the few comp cams actually designed for a mopar
big cam
do you have lots of compression? big converter, low gears
what's your deck clearance- how much quench and what's your compression

 

[Nitrofish1]

one of the few comp cams actually designed for a mopar
big cam
do you have lots of compression? big converter, low gears
what's your deck clearance- how much quench and what's your compression

was looking at 10.5 to 11 : 1 compression, going to be a 4 speed probably with 3.55 gears, compression height 1.485", but that may change considering just doing a 440 build but i did want a bigger cam

 

[wyrmrider]

was looking at 10.5 to 11 : 1 compression, going to be a 4 speed probably with 3.55 gears, compression height 1.485", but that may change considering just doing a 440 build but i did want a bigger cam

well that's a bigger cam
with comp always go to the back of the catalog and look at the .904 lobes then see if the recommended cam uses those lobes
getting a custom grind you can use a chevy exhaust lobe as you are looking for more duration and less lift than the intake
but BVVC
do not tie one hand behind your back using a chevy lobe especially on the intake