All excellent points and do not interpret what I say as arguing against them.
In the Pantera there are a couple of significant points which can make those particular camshafts qualities more or less significant.
One is how you feel the nature of the engine should be, i.e., should it more have the expected sound qualities of an Italian exotic with a sound tone like that of classic music being listened to on a bottle of wine with a loaf of bread and Italian cheese while you relax on a blanket in the shade of big oak tree on a warm summer day?
If you have enough of that wine, you won't care how hard the engine pulls and if the engine pulls like you are "sober" and listening to AC/DC playing "Listen to the Money" with their amps set on 11?
To some this is significant to others it just makes you too tense and you need to have some "herb" and chill? Whatever?
I say if you talk the talk, you better be able to walk the walk?
There are a couple of very significant factors in selecting a cam for what really is a big ugly "Detroit" race engine monster (potentially) in a "Mona Lisa" chassis.
First, do you want to retain the silly factory Ansa exhausts and the steel tube "log" exhaust manifolds? Second, do you want to take advantage of the full flow potential of the 4v intake ports?
It is undeniable that going to a 110 centerline cam is much better suited to a MUCH better flowing exhaust system than stock.
With the restrictions and lack of scavaging in the stock system, it's doubtful that you could use the potential that it has to offer? Why put up with the "discomfort" of the rumpity-rumpity of a cam like that? I reluctantly agree with that.
Second, do you want to take advantage of whatever the flow potential of those 4v heads offer...whatever that may be?
That is kind of a tough decision really.
The iron 4v head flows right around 300 cfm on the intake at .600 lift (remember that lift number now).
Back in the day when this engine was concieved, that was an earth shattering number. Particularly in a street engine.
For example, the Ford 289 High Performance head, maybe you heard of these and know what it went on to accomplish, in it's best race configuration flowed 180 cfm as cast, 220 as race ported, and 258 in the race prepared GT40 configuration, with the GT40 special head casting.
The 427 medium riser, race prepped? Try 278-285 (depending on who preped it) in race form.
Here you have an as cast out of the box 4v Cleveland, outflowing both and those are Thoroughbred race engines.
Back to my point. If you look at an extrapolated intake port flow chart, you will see that at a valve lift of .520, this head will flow about 260 cfm.
First off, that lift is not permitting you to get maximum flow. Period. Question. Do you need to get 300 cfm flow? Apparently not, but don't go strutting around with your Ferrari or worse your Chevy friends quoting the flow rate of those big radical Ford 4v ports...'cause simply put..."you ain't got it" with that camshaft!
I am not arguing for or against. I am just saying that the data shows if your criteria is to maximize the intake flow and therefore maximize the horsepower potential, you are not doing it with this camshaft. That's all I said before, and all I am saying now.
To say that one person is satisfied whether it is Billy Bob, Giuseppe, or Carlos and that is your proof is like telling me that one 25 year old religious leader guru of a sect in India is in fact the true God because he has 7 million people that follow his ministry is well...hum...poppycock? At least it is to me. That's how my logic runs?
You can't put a Guru on an engine dyno and test it, but you sure can on an engine.
Show me the beef. I can't argue with that? Has anyone actually dynoed one of these camshafts yet?
I didn't take a mail order course in camshaft design and have a degree mailed back to me and declare myself an expert in camshaft design. I have never ever in fact even made one of these cams AND ACTUALLY TESTED IT, so I don't know if it will work as intended.
I am admittedly limited to comparing, i.e., modelling the proposal after ones that are know entities. That's how it's been done for, well, a long time. Some things work, some don't.
To continue to say that the cam manufactures are only selling something that doesn't work and that they are giving the customer just something that is expected using Chevy technology? I wouldn't make that foolish of a statement. That won't even get into court to defend. Your attorney will recommend to settle out of court.
Even so, Chevy is no stranger to canted valve head technology. It is not exclusive to Ford. They do use it in their big blocks rather than the 350 SB.
I also readily admit that my approach for the vast majority of Pantera owners is much too radical for them.
The camshafts I pick are sure to turn your nice bottle of Merlot wine to vinegar with that first turn of the key. Rattle your brain so that surely you will need that bottle of migraine headache relief?
Even worse, the power I want will surely crinkle the sheet metal in your roof, put a crick in your neck and I am much more at home on the stage with AC/DC turning the amplifiers up over 11...IF THAT IS POSSIBLE? No Verdi for me.
Did I disqualify myself enough here yet? That's all you get on one cup of coffee on a quiet Sunday morning...quiet until I go start the car and wake up the neighborhood?
That's how we rock and roll here? Consider yourself lucky I don't live next door? It might even make you sell your Pantera and buy something civil like a Tesla? Your mileage may vary?