The Cal-look Lounge

Ok here is something i have been thinking about for a long while, hence all the combinations that have come up now.

the idea is to built a 2007 type3 engine. it will have 42dcnfs or similar

the heads i have for now are a nice set of unleaded but nicely ported 40x35 valved heads or a set of welded gene berg hemi cut heads with 40x37 valves

rods will either be stock, scat 5.4 i-beams, or eagle 5.325's

i also have the option of either short or long stroke pistons and cylinders

BUT the cam challenge is this! the case has bushes

cam n°1 the fk8 either with 1.25's or 1.4's

cam n°2 the FK44 but most likely used with 1.25's

cam n°3 the V26 (not an agressive VZ cam! Berg has it and compares it to a W110 but with ratio rockers, it can be a bit 'wilder') cam lift is 0,335" duration is 298

cam n°4 the webcam 119/218 with 1.1's


please feel free to mix and match, the only requirement is low end fun and torque and the engine will be making all its power under 6000 rpms due to the limitations of the stock type3 fan setup. if you have a better suggestion for a said cam, post it as well. i haven't made up my mind one one or the other, but i am willing for try all of the above combinations, but if you have experience that is always better then theoretical analysis.

have fun

The first version of my 2275 had 40x35,5 heads, FK8/1,4 and 10:1. Most enjoyable engine I ever had.
Bigger exhaust valves are pointless unless you are going for a turbo setup IMHO.

Not necessarily.  Vacuum is a different animal that boost pressure........in a street motor.  I ran the 40x35.5's on my 2007 turbo motor, they were never an issue.  Even if you're going turbo, the 40x35.5 set up will work fine.  Larger valves are needed in an N/A combo since you're relying on vacuum to pull in the charge.  I was rather shocked myself to learn this.   ;)

thanks for the comment, i use a fk8 as well in my 2276, but it has non welded heads with 42x37 valves and a lower CR of 9, but it is indeed a very very nice combo, but i think the rpms on the 2007 will have to be lower (maybe) as the 2276 could still kick a bit more/faster in lower rpms.

I have that very combination.  I have a K8 with 1.4 rockers and I love it.  It is now a 2165, but it used to be a 2007 with the 42 DCNFs.  This was a very drivable combination.  I am running low compression compared to many on this forum (8 to 1) and it works fine.  With semi-hemi heads you will need a lot of advance.  I am running 38 degrees total advance.  For everyone that says they're not crisp or the response is not there, that is BS!  Mine has always been quick and fun.  It is not a race car, because that is not what I intended.  I can drive all day at 75 MPH without problems and can dust most cars on the road.  Your combination should work fine for you. Lots of torque.   Use 1.4 rockers for sure!

I have a customer with a 67fasty I built a 2276 for. It has 5.325 eagle rods, my sl255 cam with 1.4 cb rockers, 42x37 043s I ported and some heavily welded manifolds with a set of 44webers, compression is 9:1 and this motor rocks! He loves it.

The 40x35 would be great for that engine. I would find a buyer for the hemi-cut heads. The excessive advance they require indicates that the chamber is very inefficient. The chamber's larger surface-to-volume ratio requires much more fuel compared to a conventional chamber--again, a sign of inefficiency. Efficiency is god in the speed kingdom.


That may be a bit radical for a TIII fan. I ran a Web 121 ground on a 106 lobe center in a 1915 with 40x35.5 heads with 9.5:1. That has 298 advertised duration. It got real fun at about 4,500rpm and pulled well past 6,000rpm. It would fling belts constantly though. I did not drive it long enough to find out but I think it was very hard on valvetrain. It was very noisy.


That cam was designed with more intake duration to compensate for small induction systems on limited engines (30pict Solex on a 1600). Someone may be able to give personal experience but my impression is that cam would be a poor match.



That's quite a bit more aggressive than the W-110. A W-110 has 284 advertised duration. That cam has the same duration (298) as the FK-8. That's four degrees more than the W-120.

I say you should just buy the correct cam. I would find something with about 285 degrees advertised duration. That is the duration of an Engle W-110, which will shit flames to 5,500rpm. I had a W-110 in a 2110 in the early 1990s. It was not the most powerful engine I have owned but it was certainly the most fun on the street. The power was there all the time. I never had to wait for it. If I were to build another engine now it would be that one with a faster ramp and maybe thick-wall 92s. That engine was more fun than a clown on fire.

I think you would enjoy a 2007 with a cam like that. But I suggest a more modern profile with faster ramps. That will improve torque over a W-110.

Get the deck to about .055" and the chambers to about 52cc (no step in the chambers). That's 9.25:1 which is safe with good pump gas if you use conventional chambers and build the engine correctly. It will make a LOT of torque. You are on the right track by chasing torque. Torque is fun.

I totally agree about the semi hemi heads being inefficient... But that's another topic...

Engle FK7/1.4 all day long! Like a 110 but just a little extra. If the heads flow well enough, you'll make fantastic, drivable power all the way to 6,000+, great bottom end and mid range. Easy on the valve train as well. IMHO, it is the perfect cam for that bore x stroke, the car, the heads, and the carbs.

I run a custom made engle FK43 intake and FK7 exhaust grinds in my 2074 bay window engine. It pulls hard from 2500 to 6000 even with small 40 drla carbs (36 vents), Tims Stage 1 heads.