I dont know where or who did the heads. I was wondering why also the head date code was grinded off. I was told with the J&E pistons that the heads should be fine with clearance on head and valve. I didn't have any issues with the stock CIS pistons. As far as the cams I will probably go with the DC40 Mod S and ask John to widen the lobe separation from 102 to 108 or 110. Maybe someone with a stock 2.7 head can take a measurement for me,so I can measure how much was taken off mine.

964 cams are four bearing as I recall so you’d need the correct cam towers as well.

I don't have actually 964 cam. Mine had a 964 grind, at least that's what I was told. I'm pulling them out tomorrow. I can at least measure the lift. Wont know the duration or lobe. Maybe they will have a stamp on the end.

John Dougherty recomend a DC10 cam profile of @.50 Duration 236/222 Lift 461/402. Lobe 110 has anyone tried this cam the RPM range of 2500 to 5500.

I will be going with the Mod S cam. I will also be posting a nice pair of 964 grind cams.They only have 150 miles on them if anyone interested.

Can anyone tell me if stock 2.7 valve spring rate is strong enough for a Mod S cams. I'm also running Fluenza aluminum flywheel and Sachs aluminum competition pressure plate. So quick high revs.

If your worried about the CRANE brand, just use the original Elgin Modified S. I don’t know how it’s going to perform with those large ports. My ports are conservative, and I have lots of low end torque, which you need for Autocross.

It’s more about how high your going to rev. You don’t want the valves to float before your maximum running RPM If your going to rev to 7300 or so, as modified S Cams are spec’d to do, I would run heavier springs. On our 2.7 short stroke, we are running AASCO springs and titanium retainers. We are running a 1969 stock flywheel with a lightweight KEP stage 1 pressure plate. With the stock disc, it is good for 250 HP and 250 Ft. Lb. torque according to Kennedy. Car has custom 901 box we designed and had California Motorsports build, and add all of their strengthening modifications. Gearing is C GA KA S X with a Wavetrac differential. Car accelerates like a sport bike, and sounds about the same. Were only pushing mid 1800 lb. though.

Mod S should require heavier valve springs. But you need to confirm this with the cam grinder you choose, and discuss other aspects of your build at that time. Such as CR, port size, induction, and intended use.

We are also spinning up much quicker due to the large bore and short stroke. Sort of like my old Chevy 327. With your Long arm the engine will not be as snappy. I think those large ports are going to affect your drivability at lower rpms. Don’t oversize the induction and compound the problem. If it were me, I’d find some other heads with smaller ports, and see if you could sell these. I can actually roll away in 3rd gear, KA. I don’t do it on purpose, but have taken off several times that way by mistake. In an Autocross I can take off in 2nd and run the whole course without shifting, except for a long straight. The 2 to 3 shift is really close, and requires no rev matching on the downshift.

With the 964 cams. My car.Idled nicely at 900 rpm. It also pulled from take off up to 6000. No flat spots, no hesitation. I'm only changing the cams because I'm going to 92mm J&E 9:5.1

I’d loose the smog cams if your carbureted.

If your referring to the 964 cams I am. They are posted already here on pelican. I mention the 964 cams to show that the large ports didn't affect my Idle or low end torque.