Where to go for unregistered cam to cam
Besides, the right cam would make much more of a power difference than a couple extra points of compression, and the L29 was already sporting small combustion chambers, which would all but dictate a piston change to alter compression.
Changing the pistons would mean rebalancing the assembly, not to mention additional machine work, since we would want to bore the block for a fresh ring seal.
After installing the cam, but before installing the COMP Cams beehive valvesprings (PN 26120), we took the liberty of checking the valve clearance.
Using a light checker spring and dial indicator, we measured 0.065-inch clearance on the intake and over 0.110 on the exhaust.
We’d like to see a little more on the intake but we were satisfied with the available clearance and soldiered on.
Because the stock valvesprings were both tired and inadequate (in terms of both rate and available coil-bind clearance), we replaced them with the recommended beehive springs.
In fact, the cam swap improved power production through the entire rev range, from 3,000 rpm right past 5,500 rpm.
Undaunted, our BBC hero shrugged off the chemical warfare and offered up over 500 hp and 650 lb-ft of torque.The sheer displacement meant our BBC hero had plenty of potential. In stock trim, the low-compression and mild cam timing kept the 454 from achieving its true potential.For this test, we decided to take a look at the cam timing, as a change in compression meant head and/or piston removal, either of which was considerably more involved than a simple cam swap.With our cam upgrade in place, it was time for more dyno testing.After the cam swap, we installed the same Edelbrock Performer RPM Air-Gap intake, Holley 750 HP carburetor, and MSD distributor run in Part 1.