Don Terrill’s Speed-Talk

Here's our pricing for all Speed-Talk members PennGrade1 Break-in oil, SAE 30: $9.00-qt / $96.00-case PennGrade1 High Performance monograde oils: $8.00-qt / $86.00-case PennGrade1 Partial Synthetic High Performance oils: $9.00-qt / $96.00-case PennGrade1 Engine Assembly Lubricant: $15.00-6oz bottle ...

We are now an authorized dealer for PennGrade1, and all D-A Lubricants. We recommend, PennGrade1 engine assembly lube for all performance cam installations. We highly recommend PennGrade1 30w Break-in oil, for all breaking in flat tappet and overhead cams. We highly recommend PennGrade1 Monograde Hi...

Looking for new roller cams for:
360 Chrysler - need something with .370"-.425" Lobe Lift, on a 110-114 LSA
460 BB Ford - need something with .350"-.400" Lobe Lift, on a 112-116 LSA

We have an overstock in 4/7 swap flat tappet cores for SB Chevy engines. Both Hydraulic and Mechanical For a limited time, we are offering the 4/7 swap upgrade at no additional cost. To receive a cam recommendation, and price quote, just fill out the appropriate cam recommendation form. Make sure to...

Seems that the gears could possibly be transferred to a new semi finished blank if needed. https://live.staticflickr.com/65535/50331821918_ab1fb5de36_b.jpg That would be the thing to do. Pull gears off all the old stock cams you can find. Have tool steel cam cores made, and press the gears onto them.

For the first time since 1990, Jones Cam Designs will not be exhibiting at the Annual PRI Trade Show this December. Due to the Covid19 safety protocols that will be put in place, we don't feel we can adequately showcase our products and services. We look forward to seeing everyone at the 2021 PRI tr...

Yes, that looks like it will be hard on the valvetrain.
To me, it really looks like the lobe was originally designed for hydraulic buckets.

Nut124 wrote: ↑Thu Sep 10, 2020 9:26 am Mike, just to confirm: The 0.0008/deg maximum is based on crank degrees, not cam degrees, right?

No, it's cam degrees.
sorry I didn't clarify that.
.0008" per cam degree

Stan Weiss wrote: ↑Wed Sep 09, 2020 11:49 am Mike,
Do you ever look at valve seating velocity in fps @ shift point RPM?

Yes, I calculate the velocity at the lash point in fpm, based on lobe velocity at lash point, rocker ratio, and max RPM.

Nut124 wrote: ↑Tue Sep 08, 2020 3:28 pm
What kind of max velocity limits are being recommended for valve seating?

You want the velocity at the lash point to be under .0008" per degree. If it's over .001", I would worry.

go to .010"-.012"
That's a big enough jump, for you to tell the difference.

I have found about 8 people so far that may be interested in a new blank so far. I have done parts runs before it takes a little while to get the word out and people interested as the market is small. In January we had 55 adjustable timing gears made that turned out really nice. One person brought ...

as a reference, for 6,000rpm, in a 289, you would only need a seat duration around 260/268

The 283/304 seat duration is going to effect the RPM range the cam will run in, in a given engine. The smaller the engine, the higher the RPM range, for a given seat duration. You're taking a cam that makes peak power at about 5,500 in a 351ci engine, and putting it in an engine that's 82% as big, s...

It's the seat duration you need to look at. With the short stroke of a 289, you could run 11:1+ with that cam. Detonation won't be an issue.
It won't start pulling until 4,000rpm, but should pull to 7,000rpm