streetknight2

iTrader: (10)

I was in the exact boat your in last year. Pat G who spec'd my cam told me if I was set on using the dish pistons the best choice would be the PRC stage 2.5 5.3 heads. 243's milled .030" would be next choice. Said he wouldn't use the L92's on a NA dish build.

I opted to use L92's but I found a good deal on some flat tops here on the board. Cut them .030", Pats cam (I did have to flycut) vic Jr, etc and I'm happ, car has been 10.50's @ 128.

Lawhead

iTrader: (14)

I'm still up in the Air but I can have the 243's milled if need be I'm going to stick with the dished pistons due to having them and their condition. what is your motor in??

streetknight2

iTrader: (10)

Fox in my Sig

Sales@Tick

iTrader: (3)

I sent you an email with the form to be filled out.

Lawhead

iTrader: (14)

I replied at about 2:30 lol

Lawhead

iTrader: (14)

No sig buddy lol

Sales@Tick

iTrader: (3)

Ryan here is what I recommend for you:

283/294@.006
234/242@.050
155/162@.200
110LSA 107ICL 113ECL

234/242 .602"/.615" 110+3

Lawhead

iTrader: (14)

Looking forward to getting this thing done Martin!!

Sales@Tick

iTrader: (3)

Same here, I think you will really like the power it makes with the cathedral port heads and this cam along with the carb and single plane.

Since you asked about fly-cutting, you could fly-cut the pistons and mill your heads for an ever higher compression ratio which I would highly recommend.

The car will only respond better to anything you throw at it with the higher compression it would have.

spicebird98

iTrader: (10)

funny martin, before i finished reading the thread i came up with 234/242 111+3 for the OP's combination.

Should run really well!

Lawhead

iTrader: (14)

What kind of compression can we get away with going 93 octane??

Sales@Tick

iTrader: (3)

Thanks spicebird! I like a tighter LSA in this situation as the single plane intake manifold by design will make for a much peakier power curve. The tighter LSA will focus more torque in the mid-range of the curve which is needed in this situation. They are notorious for not coming alive until 5000-5500rpm+.

The added overlap will also help focus torque in this area along with opening the exhaust valve a little bit later than I normally would like. It being a drag oriented set-up, overlap is not something I'm worried about and will only help make more power where it's needed.
With this camshaft at least 11.5:1 if not 11.7-11.8:1.

Lawhead

iTrader: (14)

Alright getting a price on the milling and cutting pistons now!!

Sales@Tick

iTrader: (3)

You're going to be much happier in the long run with the cathedral port set-up, added compression and this cam. No doubt in my mind.

Lawhead

iTrader: (14)

One last question How much to mill 243s for desired compression ? And first time.I'm.dealing with cutting pistons sure they will.know at the machine shop right?

So 2 questions lol

Sales@Tick

iTrader: (3)

.006 is considered the standard for each cc taken off. To go from 65cc(roughly a 243 chamber) to 58cc you would want to take .042" from the cylinder head(call it .040").

Lawhead

iTrader: (14)

Alright my buddy putting it together for me in Florida has hopefully all the info he needs to get the machine work done then onto Cam and valve train!!

Lawhead

iTrader: (14)

So heres a list of parts and work about to be done I'm picking up then saving up (Waiting for 5.3 stuff to sell) then going to get the cam kit.

ARP main studs ( Got with my 6.0)
New Rings
New main bearings
ARP rod bolts
Milled heads .040
Fly cutting the pistons is still up in the air as to how I'm going to do it


Then the bottom end should be done and ready to spin I didn't even ask ya Martin where do you think this cam is going to want to shift at with the 243's?

IllusionalTA

iTrader: (9)

These motors live for compression.. Your gonna be very happy with the outcome..

Lawhead

iTrader: (14)

I'm real excited about the build especially how pretty much "Budget Minded" its going to be and hopefully put out some good numbers for Martin!!