About engines and internals and the likes, I went back to FRPP's website to look at the alphabet cams since I now know understand cam profiles. I had always heard that they were just mediocre cams, which seems to be true. I got a laugh out of their description of their Z303 cam:
M-6250-Z303*
* “CamZilla” the biggest and baddest camshaft Ford Racing offers. Fair idle quality. Big time torque and horsepower maker—up to 6500 RPM. 5-speed manual transmission recommended. (3)
The cam profile is 228/228 .552/.552 .....
This just strikes me as pretty funny, since that would at least be considered a pretty small cam, or a very good streetable cam for my car. Now with the 302 obviously being smaller than the 346 in my car, does this make that big of a difference?
I mean let me put in perspective, that I was going to run a cam from Texas Speed and Performance called an MS3. Here's the profile.
237/242 .603/.609
Granted that's a fatass bumpstick that requires a new set of springs, but it makes awesome top-end power, and has a great sound to it. I probably would have ordered it with a 114LSA.
A lot of guys run it, and with a good tune, and high stall (on autos which my car is)... say 3800-4200 it's considered streetable. Don't know, but maybe that's why people call GM guys crazy...:evilgrin:
Generally, a cam that would be "big" in a motor that's 302 Cubic inches will not seem as big in a motor with more displacement (such as a 347). More cubes will move the power band down slightly. If Cam X makes peak power at 6500 RPM in a 302 it may make peak power at 6100 RPM in a 347.
There are a lot more factors at work than just lift and duration at .050".
The cylinder head flow for an LSX engine is RADICALLY different than for most SBFs. The LS1s and descendants have a phenomenal exhaust port and intake ports are really good for a factory piece as well.
Ford cams tend to heavily favor the exhuast (.010" and 8* of duration is pretty normal) because most Fords have really wimpy exhaust ports. A lot of LS1 cams are single-pattern or favor the intakes because they seem to never run out of cylinder head flow.