Damn I am frustrated as hell. I can't find any info on push rod length for a BBC with stock heads and a retro-fit roller cam. Cam companies are telling me there are too many variables. Excuse me? Stock Mark IV's use the same pushrods for a flat tappet cam, why wouldn't they use the same length roller cam specific pushrods? Did the valves magicaly grow or majicaly shorten when I switched to a roller cam? Does the roller cam bolt in a different location than a flat tappet cam? WTF?    There is no way I'm going to meet my wishfull deadline. By the time I figure out this easy answer I'll probably be out of cash, again.




  X 1,000

Comp Cams calls the "Retro fit" pushrod length at 7.725" and 8.684", that should serve as a base line, but as previously mentioned you should get some length checking pushrods and roll it through a couple of times to get the correct length for your engine.

Here a link for degreeing in the cam,  but if you don't have a kit to degree in a camshaft it might be near impossible http://www.compcams.com/Technical/Instructions/Files/145.pdf

In theory however you should be able to lineup the dots and run it, but this doesn't allow for slight missmachining of camshaft or timing gears. 

you did a good job showing a car with more horse power, larger displacement AND a supercharger only keeping up with its true rival. I would think with 1.1L more displacement and a Blower that it should be turning more then only 67HP more then the Ferrari.

Comparing those 2 you made me want a ferrari only that much more.  The fit and finish of the GT is garbage comparred to a ferrari, I have been for a ride in a GT, I know someone who owned one along with ferraris, austin martin DB9, and vintage racing cars. I wonder why he got rid of the GT.

The Ford did have better gas mileage, which is important when you spend 150k on a car

Wild Bill JENKINS put it in front lets get manifold on here the Iatolofchevola it only toook Chev 20+ years  to get it RITE

The picture looks like a Cleveland intake on a Chevy block  

Maybe the true question should be "what would one be with out the other?", seems as though they have both stolen ideas from one another in an effort to improve upon their own design.

I am interested in this topic too. My cam card says .016/.018. Do I set hot or cold?

A

The card typically refers to hot lash, If you are going to set the lash cold Crane recomends adding/subtracting .XXX to what the came card reads:

Iron Block   +   Iron Heads   =  Add .002" 
Iron Block    +  Aluminum Heads   =   Subtract .006" 
Aluminum Block   +  Aluminum Heads   =  Subtract .012"

That should get you close.

The emblem on the back of the engine hatch looks like it says kona to me

You are kidding right? UPS broke his Berkeley so UPS is buying him a new Dominator pump??

Not entirley, but the insurance does help defray the cost

Does that have the new hi helix impeller? Do I dare ask how much coinage?

No Hi-helix.   "Coinage" hard to say, MSRP dollars 4000+, but UPS broke his Berkeley so.........

You can notch the divider a bit. Or you can get an original aluminum Berkeley plug (shorter).

As far as the divider thats an argument right up there with Ford/Chevy etc....   I was told by not one but two different pump manufactures that it is in there to help equalize pressure differencials or something to that effect.  I believe they also stated that the vertical divider, was not only easier to cast but also help more than the horizontal one.  It also further helps to straighten out the flow.

He since realized what sissy brakes his truck had and traded it in

This is the only pic that has the same underslung diverter I have. Seeing how I have to start drilling holes in the transom adapter, I'd really like to see underneith that swim step and see how the cables are routed.

Josh, any other pics you can share? (Or if someone else can post the same style so I can see the cables.....)

Your diverter is a Low profile system as oposed to the one on my glastron which is an "E" style diverter.  As you can see they took the reverse cable concept from the E diverter and applied it to the LPS(with slight variation).  The LPS is most common for use under swim platforms, so the platform does not have to be cut out for the cable/s.

On the E pump (glaston) the reverse cable goes straight back in to the hull, through the bello right above the steering cable.  On the LPS the cable is intended to be re-routed to the port side of the transom adapter to create an S bend.  The cable ataching point on the LPS is also about an inch higher than the one supplied with the E version, to better alow for the cable routing over the bowl.

Heres an advertized picture of the LPS

How big is that cam? Are you gonna at least pin the studs?

Its only a lil over .500 and lucky for us they were already pinned

Takes me back a ways Josh.  Nuthin wrong with the 194s. I figg'r I messed up most of the 202s back in the day so a set of them have gotta be rare by now.....

good call, they ought to do real well.  I refigure it today and they'll put it at 10.5:1 comp   I got a lumpy ass version of the "1rst off Road" solid lift cam and a 99% perfect AT B/C impeller to compliment it.   "I just love it when a plan comes together"