Hi Jake
(please see my update at the bottom of this post)
Yes the cam should work wonderfully with IR induction due to the low overlap. Low overlap means less reversion, better drivability in all weather conditions and at all altitudes. More stable carburetor calibration. The exhaust valve opens early enough to make the cam forgiving about exhaust system back pressure. Its a wide-flat torque curve cam, which equates to good low rpm power yet good high rpm over-rev too. Another thing you want with IR induction. I expect a 351C equipped with this cam to make between 400 bhp to 450 bhp with a single 4 barrel carburetor. It will depend upon the induction system, the exhaust system, the compression ratio, etc. I would expect increased output using an IR induction system.
This is the best "street" cam I've ever specified for the 351C for two reasons. (1) Because I'm constantly learning like everyone, and (2) these are the best lobes I've found so far. I love this cam. If you've read sticky #3 then you realize this cam duplicates the timing of the M-code cam as much as possible, but it uses about the most aggressive modern lobes I feel comfortable specifying. The intake valve lobes are Ford specific lobes, they are so aggressive that smaller diameter GM tappets could not follow the lobes. I could go deeper into all the considerations involved in selecting the lobes if you need me to. What I hope you'll grasp, is that the lobes are where the power is made. Its not nuances in duration, lobe separation, all that sales stuff you read in magazines. I've got more than 3 decades of experience specifying custom street cams using the M-code camshaft parameters as my basic foundation.
Here's feedback from somebody using a very similar camshaft, an earlier version before I found the lobes I'm currently specifying.
quote:
"... My engine has 10:1 compression, iron 4V closed chamber heads, 2.19/1.71 valves, Edelbrock RPM AirGap intake, Demon 750 vac sec (annular boosters) carb, Pertronix ignition. The exhaust uses 1-7/8" headers, 2-1/2" intermediate pipes, and magnaflow mufflers.
I was running a Comp Cams custom hyd roller 224°/230° @ 050, 0.572"/0.584" lift, 110° LSA, 110° ICL. The motor switched on @ 2200 rpm and was all done by 5600. Only 10" vac idling @ 1000 rpm; The motor had difficulty passing the smog idle test.
I installed the hyd flat tappet cam with 114° LSA you specified, ... I am ECSTATIC about the results so far! The motor will even idle down at 650 rpm now (wouldn't idle below 950 before) Vacuum at idle has jumped from 10 to 17 inches! And it idles cleanly (couldn't stand beside the car before at idle, it stunk so bad due to emissions) It has a nice lope to it, but still idles very well. I'd recommend this cam to anyone.
... the motor "turns on" at 1700 rpm now (was 2200 with the other cam) and pulls hard past 6200, I'm not sure how high it revs yet. Just blipping the throttle, it revs so freely now to 4500 it makes me laugh; and it melts the tires at will and even breaks them loose shifting into second gear now (never did that before); its been all you said it would and more! I'm going to need more tires under it though (laugh) ..."
Everybody that has used Bullet cams at my suggestion, and been thoughtful enough to provide feedback, has had very nice things to say about doing business with them. I believe their catalog of lobes are far superior than the lobes found in Comp Cams catalog. If I ever heard anything bad about Bullet Cams, I would stop recommending them.
Update:
This thread originated in 2014 - 2015. This update is written in November 2022.
Centering the overlap period around TDC has worked well for decades, but, challenged by the variable cam timing of modern engines, my camshaft spec has evolved these past 8 years to open the intake valve to what I consider to be as early as possible; i.e. early but not so early that drivability is undermined. Opening the intake valve earlier means it closes earlier too. Closing the valve too early would result in too much dynamic compression, thus the IVC must be watched more closely. The difference between intake duration and exhaust duration had to be adjusted to continue opening the exhaust valve (EVO) at 80° BBDC.
Here's what my new spec looks like.
CAMSHAFT SPEC (114° LSA)
276°/280° duration @ 0.006
114° LSA
50° overlap
Indexed +6° (advanced)
108° / 120° lobe centerlines
EVO = 80° BBDC
IVO = 30° BTDC
EVC = 20° ATDC
IVC = 66° ABDC.
CAMSHAFT SPEC (112° LSA)
276°/288° duration @ 0.006
112° LSA
58° overlap
Indexed +4° (advanced)
108° / 116° lobe centerlines
EVO = 80° BBDC
IVO = 30° BTDC
EVC = 28° ATDC
IVC = 66° ABDC.
-G