Black82Z

Does anyone have a Comp XE262 in there 305--LG4, I have some mods to the engine so i wonder how much the cam would effect what i have done. Is this a big cam to put in a 305, i have seen more radical combos in other peoples signitures, but check mine out and see what you think.

I will be putting this in because it was in my 350 but something happened to it so i put the 305 back in and i want to keep it in now-(sentimental value, i guess) it runs strong now and i never have a problem.

I think the specs on the cam are 218*/222* duration, and .490/.500" lift with 1.6:1 roller rockers. i know the stock heads will not flow well over .400" lift so i will be porting them, gasket match and bowl blend. if you could help it would be greatful. ohhh yea and i am running the stock torque converter right now, will this be possible with the new cam??? probably not right??? we shall see.

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82 Z28 have LG4-305"
edelbrock performer, headman headers,chevy 1.6:1 roller rockers,,3"flowmaster, Mac high flow cat
MSD6AL,700-R4--B&M shift kit, B&M tranny cooler. Sub-frame connectors, boxed lower control arms and torque arm. 1.5" front sway bar, rebuilt carb, 15x4" K&N, no emissions equipment, new BFgoodrich radial T/A's--215/65 front 255/60 rear
RADIO-- premier Deh-p300
2-10"kicker SPLs,ZR240,premier 434x(4 way), custom built fiberglass box for subs. pioneer 6X9 & 4X6, grant GT steering wheel

Vader

B82Z,

That cam is better in a carbed engine than a TPI (better for you). If you use stock ratio rockers and keep the compression reasonable (not too high), you might have good luck with the grind. It is a lot more cam than the 305 was delivered with, but is not very different from the later 305 TPI 5-speed cam specs. In any event, the carb will work better for you since the torque will be made at a higher RPM. This is good since your shift point should raise about 1,000 RPM.

The smaller valves of the 305 will actually be helpful in this situation to offset the flow created by the lift. You'll probably want to do some valve bowl cleanup and serious port enlargement and matching, but don't try to make monster ports for the small valves - you'll only be fighting yourself.

Eventually, you'll have to consider doing something about the converter. However, since your launches will probably suffer only a little, the stock stall speed might not react too badly.

Incidentally, I have that very cam (XE262H / 12-238-2) underlined in the Comp catalog as my replacement of choice for my 305 TPI, but I plan some other induction mods to take advantage of it.


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Later,
Vader
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"Let the bodies hit the floor!"
Adobe Acrobat Reader

R.O.B.

Vader,
I've heard that the 110* lobe separation is not so good in TPI, whats your thoughts on that.

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Rob
'86 TA 305 TPI
Gutted MAF, Ported Plenum
TB Bypass, Home made Cold Air Intake,
Edelbrock T.E.S.

Black82Z

ROB, i have read else where that the 110 lobe angle is not liked by the TPI unit, but i could be mistaken.

Is there anyone else out there that has this cam????? what are your thoughts?? that would be pretty lopey in such a small cube engine. Does anyone have any idea where the peak numbers would end up??? I am thinking about 5800-6000, but i wont spin it that high too often.

Vader

ROB, B82,

The LSA of the XE cam is not really "friendly" to the TPI configuration, which is why I mentioned that I would be making some induction changes to compliment the cam profile.

However, it is not that far off what the weaker 305s got for a profile (109° LSA on the "LA" cam) and the later 305s got for the "better" cam at 114° LSA. Granted, the short durations of the "LA" cam allowed for a tighter LSA without serious overlap, but the total overlap on the "LA" cam is in the area of 9° @ 0.050", and the Comp XE is at around 8° @ 0.050" by my calculations. Conversely, the areas under the curve at all lift ranges are much larger with the XE, so the vacuum loss and resultant loss of charging effect from the TPI would be greater at lower RPMs (loss of low-end torque popularized by TPI), even with the slightly shorter overlap.

However, the mid-range and high RPM power improvement would far outweight the loss at lower RPMs. The TPI system would need to be altered to deliver enough air at the higher RPMs, but that is an entirely different topic.

If you have concerns or questions about the proper application of the cam, call the toll-free line at Comp Cams (1-800-999-0853) and ask their advice for your equipment and goals. Don't be surprised if a woman answers the phone, and don't presume that they are just secretaries answering the phone - they understand cam/valve train theory probably better than almost any of us ever will. The first thing they will tell you is the book recommended cam for your engine, but if you dig a little deeper you can get some very specific information about the behavior of a particular lobe design and how it will react to your setup. And make sure you have ALL the technical information you possibly can on your engine, right down to the valve and lifter mass and size, spring selection, and your mother's maiden name (just kidding on that one). They'll run the calculations and tell you exactly what you can expect at what RPM and where your weaknesses are in the valve train.

In short, they know their she-ot pretty well (DUH!, they ARE Comp Cams after all...)

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Later,
Vader
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"Let the bodies hit the floor!"
Adobe Acrobat Reader

Craig84Z

iTrader: (2)

Vader,
When do you plan on putting the 262 cam in your car. I would like to hear the results because I am considering the same cam for my 84 L69.

Thanks,
Craig

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84 Z28 305HO, 5spd, 220,000 miles, Edelbrock intake, Hedman headers, low restriction exh(w/cat), K&N air filter. Best 1/4 so far 14.649 at 94.77mph
Recent additions: Del-A-lum front control arm bushings, Moog ball-joints, Energy suspension front sway bar end links, Moog rear sway bar end links, Eibach pro-kit springs, tokico shocks/struts. Need relocation brackets and control arms.

Black82Z

ya, i am putting the cam in in a couple of weeks. i'll have the engine apart this weekend and then going to port the heads a little (stock LG-4) and probably 3 angle valve job (still contemplating that one) does anyone think the 3 angle VJ is worth the price (150$ canadian for me) i hope this cam performes and sounds good, and we shall see, it was a tad bit lopey in my 350 with 1.6:1 rockers so i think it will be big in the 305. hope so, cant wait for more power.

Ed Maher

bort62 is running this cam in his LG4...he'll prolly see this post later and comment further...

Black82Z

can anyone else help out??

FastBroker

I consider the XE262 (218/224deg) a nice cam for a 350cid. I'd go one step down to an XE256, (212/218deg). You'll be quite happy and make PLENY of torque. FYI, in a 350cid, the XE262 makes MORE PEAK TORQUE than an XE268 but not as much HP, hence my decision to let your 305 use the XE256. Heck, even the XE250 would run well but the 256 would give more tope end. But, you have the cam in your hand so JUST USE THAT ONE!!!

Black82Z

Well wont be putting cam in for a while, broke my wrist the other day and now have to wear cast for a while. Has anyone run this cam in a car that went down the track with stock heads and lower end??? how did it do??? and how is the car for a daily driver with this cam???

82CamaroZ28

I am also thinking about running this cam in my LG4 and figured I would get your opinions.

Heres the info on my car:
82 305 LG4
Q-Jet with DR/B Rods/Hanger
Edelbrock Performer Manifold w/EGR
SLP 1 5/8" Headers
No AIR or Cat (dont gotta pass emissions)
SLP 2400 Stall Converter
Pro-Built Street/Strip 700r4
3.23 Posi Rear

Another piece of information I should add is that I plan on doing a little porting on my '416' heads (focusing on bowls and short side radii), having a 3-angle valve job and installing them at the same time as the cam.

Do you think this cam would work well? Or would I be better off with the XE-256?

The only thing that concerned me was the 8.6:1 compression the motor has. Would having the heads milled a bit help out this cam? Would you suggest it?

Thanks for your help.

Timz2882

iTrader: (1)

im goin to be running that cam in the future if my motor doesnt go soon if it does off to get a 355 or 383.

gmgod

I think they offer the xe262 ground on a 112 degree lsa, is anyone running this cam with tpi 350? If so what kind of idle vacuum does it pull?

82CamaroZ28

bttt

pre

I gained 20rwhp and 20rwtq with the following mods:
Comp Cams Roller Cam 260
Comp Cams Roller Lifter
GM Aluminum 1.5 Roller Rocker Arms
New Springs and Retainers
Double Roller Timing
Fan on at start
New water pump


Heres what I had already
87 Firebird 305 LG4, 4 Speed Automatic, 42,000 miles
Computer Delete
Edelbrock 600 cfm Electric Choke Carb
Edelbrock Performer Intake Manifold
14" Open Air Cleaner, KN air filter
Edelbrock Headers and Y pipe
High Flow Cat
Hooker Cat Back
Auburn POSI 2.73 gears
BM Megashifter(rachet)
165 thermostat
New HEI Distributor

Dyno
187hp 263tq rearwheel
226hp 316tq flywheel

RICHRAD

I've got the 268 comp cam and comp true roller chain with my factory 1.5 rockers and anti-pump lifters.... 416 heads rebuilt stock with heavier springs...on a cc q-jet lg4 at that!!..Im impressed with the difference over stock and can't wait to get my 3.42 posi installed ..:hail: CompCams:hail:

Timz2882

iTrader: (1)

Rich do u think the 268 cam is too much for the street or is it a good cam?

RICHRAD

It's probably more than most want in their computer controlled car, but mine seems to be managing that grind just fine. I have the high energy , not the extreme...I'm sure as Vader said, the smaller valvetrain helps.....I picked up some mid-range grunt and have yet to rid the stock exhaust and 2.73 open diff.

miker61588

a friend of mine has the comp cams xe284 in a high compression 406. he also topped it off with motown 220 heads and LT1 intake and his car is running fine on the stock program. idles at about 900rpm. now for my question, does anyone do any dynotuning here in new york?

Kingtal0n

Im using an XE262 with 114 LSA (CC grind) in my 383 blower motor. its quite docile... and it hasnt even been cranked yet

but the XE262 (110 LSA) would idle smooth as stock in GEAR in my 355, on a stock converter / rear gear. when you put it into neutral however, it loped like a friggen pro stocker. never could figure that one out... maybe it was the bent valve?