Jim, Yes I have stock or better compression. (.030 over 400 and 0-deck, but am using TRW forged pistons that claim 9.8to 1, so probley over 10 to1.
I run 93 octane but have tried 89 and didn't see any difference. My Doug's headers are well sealed and are not to noize. Also I have overdrive trans so in 4th gear and converter locked up at 50 MPH I'am turning about 1,700 RPM and I can step on it and it loads the motor down alot but still don't get any detonation that I can hear. I built my 400 to this exact spec.
KRE dyno'd the 60916 cam w/HS 1.65 rockers in a 10 to 1 400 engine with unported heads and made 419hp/453ft lbs. Rhoad's lifters . You will find strong power right off idle, the "real" power starts around 2500-2800rpm, choose converters and gearing accordingly.
No one can determine if the cam alone would help/hurt with detonation issues, too many variables. We have a good many 400 engines in service in the 9.8-10.2 to 1 CR range with this cam and no troubles with running hot/overheating/detonation. All of them are zero deck with filled crossovers and polished piston tops/combustion chambers.......Cliff
The other main isue is dynamic compression. My car tested at 165 LPs --------------------------------------------------------------------------------
Noted Pontiac Tuner Dave Miranada who used to be involved with Superjet Specialities in Queens, New York.
He deduced that the detonation threshold of a Pontiac V8 was right at 185 psi cranking compression.
Dave also came to the following conclusions:
The optimum (maximum) cranking cylinder compression pressure for a performance/street application using 93 octane fuel = 160 -170 psi Chosing a cam with a late intake closing will help with this.The Crower 60916 has this built in.
Vikki's orignal question was she wanted more power and not have to by $5.00 fuel.
