The Beast in Me...

[Fez_Jet_Az]

What cam,valve-train are you running?

I am running Comp XR264HR-13, 212/218 113lsa. This cam is so docile and well mannered it feels factory, the tune appears to have the idle right at about 700rpm, cam lope is absolutely minimal, lifters are adjusted at zero lash plus 3/4 turn, initially had lifters set at zero lash plus 1/2 turn but it was rattling around a bit much for my preference at idle and low rpm.

In hindsight now I wish I would have been a bit more adventurous and went with the same 212/218 but ground on the 110lsa that Comp offers, or maybe possibley the 218/224 on a 110lsa that Comp offers maybe.

Weird, nine still seems done at 4500.

 

[Moparmat2000]

Big Blocks are cool, and cool looking. I cant stand distributorless ignitions and coil packs. LS engines like the 3rd gen Hemis are like soulless toasters to me. They sound great, and run great, but they look like crap. Not a big fan of laptop tuning myself. Call me a knuckle dragger, but i kinda like my timing light, dwell meter, feeler gages, screw drivers and distributor wrench. I cannot stand seeing these modern engines in vintage muscle cars either. Even seen special covers you can buy that are supposed to look like valve covers to "hide" the ugly coil packs. I am half joking and not about the pic on my reply.

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[Moparmat2000]

Keep it with the 8.1L those big ass valve covers are the bombdiggity.

LS vs Big block to me is like comparing a diesel locomotive to a steam locomotive. The steamer gets it done, and with more style and soul than a diesel train could ever hope to have.

 

[94burbk1500]

Big Blocks are cool, and cool looking. I cant stand distributorless ignitions and coil packs. LS engines like the 3rd gen Hemis are like soulless toasters to me. They sound great, and run great, but they look like crap. Not a big fan of laptop tuning myself. Call me a knuckle dragger, but i kinda like my timing light, dwell meter, feeler gages, screw drivers and distributor wrench. I cannot stand seeing these modern engines in vintage muscle cars either. Even seen special covers you can buy that are supposed to look like valve covers to "hide" the ugly coil packs. I am half joking and not about the pic on my reply.

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Maybe some people want more than single digit MPG along with all that power. The engineering in a LS is a million miles ahead of an old big block, I bet you still use a flip phone too.

 

[Moparmat2000]

Nope i got a wall mounted rotary dial type phone. Just upgraded from a telegraph machine last year. LOL. Any of that modern ****, i just drive it, and do the oil changes, tires and brakes. when it gets to where its ******* up because its got a lot of miles on it and is gonna nickle and dime me with electrical issues, its time to trade that problem off and buy another car. Cannot be bothered with it.

Actually looking for a decent condition early 70s dart or nova with a 6 cylinder in it, automatic trans, and points ignition along with a carb to use for a daily driver. Cheap and easy to fix and maintain.

That being said LS engines and modern Hemis are great for some, just not for me. I like my hobby stuff old skool. I love my 94 with the TBI. Thats about as new as i go though when it comes to electronic stuff.

 

[Moparmat2000]

I did however get a bit less knuckle draggy though. A rebuilt a mopar electronic vacuum advance distributor, and wired it up to a GM HEI 4 pin module. Does that count? Or is 1974 tech too old

 

[Supercharged111]

What cam,valve-train are you running?

I am running Comp XR264HR-13, 212/218 113lsa. This cam is so docile and well mannered it feels factory, the tune appears to have the idle right at about 700rpm, cam lope is absolutely minimal, lifters are adjusted at zero lash plus 3/4 turn, initially had lifters set at zero lash plus 1/2 turn but it was rattling around a bit much for my preference at idle and low rpm.

In hindsight now I wish I would have been a bit more adventurous and went with the same 212/218 but ground on the 110lsa that Comp offers, or maybe possibley the 218/224 on a 110lsa that Comp offers maybe.

I've got a 212/218 .51X/.52X 114+2 cam in mine. Stock intake, stock front half exhaust and a Walker dual 2.75" in single 4" out bus muffler. Also have a 411 swap, 91 octane, and a buttload more timing over a stock 454. It definitely hits harder than it did stock, but I'm comparing the pulling power of this vs my 1500 which has a marine cam, intake, long tubes, no cats, Magnaflow, 1.6s, undersized Whipple, and a lot less vehicle, reciprocating weight. The weird thing is that with trailer alone, the 1500 pulls better but once I add the camper the 3500's pulling attitude doesn't really change all that much. Until the 3500 gets its blower back and that ***** is in the mail.

 

[Fez_Jet_Az]

Wow, pretty damn close in cam specs, thats wild...

Really wish i ordered mine now in hind sight on the 110lsa.

No issue at all in my setup pulling to 5k rpm, cam is setup with the Comp kit and measured during install so its all good on geometry and lash taken to 3/4 turn over zero.

What are you running for spring and injector in your setup?

I've got a 212/218 .51X/.52X 114+2 cam in mine. Stock intake, stock front half exhaust and a Walker dual 2.75" in single 4" out bus muffler. Also have a 411 swap, 91 octane, and a buttload more timing over a stock 454. It definitely hits harder than it did stock, but I'm comparing the pulling power of this vs my 1500 which has a marine cam, intake, long tubes, no cats, Magnaflow, 1.6s, undersized Whipple, and a lot less vehicle, reciprocating weight. The weird thing is that with trailer alone, the 1500 pulls better but once I add the camper the 3500's pulling attitude doesn't really change all that much. Until the 3500 gets its blower back and that ***** is in the mail.

 

[Christian Steffen]

I've got a 212/218 .51X/.52X 114+2 cam in mine. Stock intake, stock front half exhaust and a Walker dual 2.75" in single 4" out bus muffler. Also have a 411 swap, 91 octane, and a buttload more timing over a stock 454. It definitely hits harder than it did stock, but I'm comparing the pulling power of this vs my 1500 which has a marine cam, intake, long tubes, no cats, Magnaflow, 1.6s, undersized Whipple, and a lot less vehicle, reciprocating weight. The weird thing is that with trailer alone, the 1500 pulls better but once I add the camper the 3500's pulling attitude doesn't really change all that much. Until the 3500 gets its blower back and that ***** is in the mail.

The blower is exciting.. lol

I can't say mine really falls on its face up top, but cylinder airmass does drop a bit up high (4700 to 4900?), I think that is from intake restriction though. I see my map drop a couple kpa from ~4600 on up to 4900. I really don't run mine above that. I should probably review some datalogs of WOT runs to confirm this.

 

[L31MaxExpress]

Maybe some people want more than single digit MPG along with all that power. The engineering in a LS is a million miles ahead of an old big block, I bet you still use a flip phone too.

I do not know where you keep coming up with this "Single digit MPG" line of BS. Unloaded in a 1/2 ton truck with a well tuned EFI setup and gearing to take advantage of the added off-idle torque of the big block will do nearly as good in MPG as the small block. The big block just does not have to rev to move the truck. When it comes to towing BOTH engines are going to be drinking fuel. The big block because you are working a massive engine and the small block because it is having to have the snot reved out of it to pull the trailer.

There is a reason I left 3.42 gears in my Tahoe even with 32" tall tires. The 8.1 even cammed pulls very happily at 1,850 RPM @ 70 mph and around 2,250 @ 85 mph. I can hold lockup down to 1,000 rpm and the 8.1 big block with the HP2 Marine cam pulls along at the low rpm effortlessly even uphill.