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Solid Flat Tappet Street Cam

George PGeorge PAdmin.
There were once many solid flat tappet street/strip cams for the 351C with intake duration at 0.050 in the range of 238° to 248°; literally everybody sold one. The popular Crane F246 is one such cam. This is my stab at the genre. I recently penned this camshaft for a Mustang owner. I thought I'd share it here in case anyone might be interested (if so I can provide full information).

Similar cams typically have narrower lobe centers (108° to 112°), more overlap (70° to 85°), and a steeper torque curve ... the stuff drag racers like. The cam I've penned is designed to give the engine a wider flatter torque curve, thus the power is easier to control, and the torque curve is stronger at low rpm for accelerating out of corners. Its a “circuit racing cam tamed for the street”; estimated to produce 435 horsepower peaking at 6400 rpm. It provides a level of performance in terms of horsepower and rpm that is about all the performance the thin wall production block can handle reliably. Unlike all of the other cams within this genre, this cam will also allow the engine to retain good street manners.

I think this would make a really nice cam for a sports car engine. What do you think?

Duration at 0.020 inch tappet lift (advertised) = 277°/282°
Duration at 0.050 inch tappet lift = 242°/246°
Gross valve lift at 1.73:1 rocker arm ratio = 0.588/0.593
Net valve lift at 0.029/0.028 lash = 0.559/0.565
----------------------------------------------
ICL = 109° ATDC ----------(An earlier ICL synchronizes air flow capability more closely with air flow demand and makes more power)
LSA = 114° ----------------(A wider LSA reduces overlap, produces a wider and flatter torque curve; improves controllability.)
Seated Overlap = 51.5° ---(Limiting overlap to 60° or less improves vacuum, idle, low rpm torque and drivability.)
Seated EVO = 80° BBDC --(An earlier EVO compensates for a muffled exhaust, improves idle, extends high rpm power, and reduces pumping losses.)
Seated IVO = 29.5° BTDC (Limiting the IVO to 30° or less improves vacuum, idle, low rpm torque and drivability.)
Seated IVC = 67.5° ABDC (A later IVC lowers the DCR, requires a higher SCR; can lead to reversion at idle.)



-G
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George PGeorge PAdmin.
No comments eh? No interest in solid flat tappet cams?

Was the last one too hot for you guys? I once penned a Boss 351 replica cam … a milder camshaft than the last one.

For reference the factory Boss 351 solid tappet cam had the following specs:

Duration at 0.020 inch tappet lift (advertised) = 290°/290°
Duration at 0.050 inch tappet lift = 230°/230°
Gross valve lift at 1.73:1 rocker arm ratio = 0.502/0.502
Net valve lift at 0.025/0.025 lash = 0.477/0.477
----------------------------------------------
ICL = 111° ATDC --------(An earlier ICL synchronizes air flow capability more closely with air flow demand and makes more power.)
LSA = 116° --------------(A wider LSA reduces overlap, produces a wider and flatter torque curve; improves controllability.)
Seated Overlap = 58° ---(Limiting overlap to 60° or less improves vacuum, idle, low rpm torque and drivability.)
Seated EVO = 86° BBDC (An earlier EVO compensates for a muffled exhaust, improves idle, extends high rpm power, and reduces pumping losses.)
Seated IVO = 34° BTDC (Limiting the IVO to 30° or less improves vacuum, idle, low rpm torque and drivability.)
Seated IVC = 76° ABDC (A later IVC lowers the DCR, requires a higher SCR; can lead to reversion at idle.)

Horsepower was 370 peaking at 5800 rpm. The cam I penned provided 35 more horsepower (405 bhp peaking at 6100 rpm) AND improved drivability at the same time due to the modern lobes. Here’s the spec:

Duration at 0.020 inch tappet lift (advertised) = 278°/278°
Duration at 0.050 inch tappet lift = 230°/230°
Gross valve lift at 1.73:1 rocker arm ratio = 0.552/0.552
Net valve lift at 0.033/0.033 lash = 0.519/0.519
----------------------------------------------
ICL = 108° ATDC --------(An earlier ICL synchronizes air flow capability more closely with air flow demand and makes more power.)
LSA = 114° --------------(A wider LSA reduces overlap, produces a wider and flatter torque curve; improves controllability.)
Seated Overlap = 50° ---(Limiting overlap to 60° or less improves vacuum, idle, low rpm torque and drivability.)
Seated EVO = 79° BBDC (An earlier EVO compensates for a muffled exhaust, improves idle, extends high rpm power, and reduces pumping losses.)
Seated IVO = 31° BTDC (Limiting the IVO to 30° or less improves vacuum, idle, low rpm torque and drivability.)
Seated IVC = 67° ABDC (A later IVC lowers the DCR, requires a higher SCR; can lead to reversion at idle.)

The lobes have 48° major intensity, which is very sedate by today's standards, this should provide for good longevity. 230° duration at 0.050 with a solid tappet cam is comparable to 222° duration at 0.050 with a hydraulic tappet cam. This cam would provide an engine with a very street-able power band, one that an old fart like me would enjoy; 405 bhp is enough for me.

-G
Last edited by George P
stevebuchananstevebuchananMember
Hi George,

Here is the card for the solid lifter cam that came with my 1972 Pantera project. The engine was built about 20 years ago and had never been started. I worked with Clay Smith Engineering to get the motor ready to run and it ran quite well on a test stand.

Details about the motor can be seen on this thread:
http://pantera.infopop.cc/eve/...0045562/m/3661054166


Thanks, Steve

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stevebuchananstevebuchananMember
I am hoping to get both good performance and good drivability from this cam. To say it another way, it would be nice if power came on at lower RPM's. It could happen because it has a 9:1 compression ratio by design (actually the second design). I am also hoping that there is adequate manifold vacuum to run the brake booster. On the test stand the engine was pulling about 12.8 inches HG. I think it is right on the fence for making the brake booster functional. But all of this is speculation until the car is painted, assembled, and driving. I am currently side tracked from this because I brought home another Pantera from Lancaster, CA in February. The car had been stored for decades and I am trying to get it on its feet. I am looking forward to getting back to this project shortly.
George PGeorge PAdmin.
Here's your cam specs as I would detail them:

Advertised duration at unspecified tappet lift = 292°/292°
Duration at 0.050 inch tappet lift = 240°/240°
Gross valve lift at 1.73:1 rocker arm ratio = 0.552/0.552
Net valve lift at 0.021/0.021 lash = 0.535/0.535
----------------------------------------------
ICL = 106° ATDC --------(An earlier ICL synchronizes air flow capability more closely with air flow demand and makes more power.)
LSA = 108° --------------(A wider LSA reduces overlap, produces a wider and flatter torque curve; improves controllability.)
Seated Overlap = 76° ---(Limiting overlap to 60° or less improves vacuum, idle, low rpm torque and drivability.)
Seated EVO = 76° BBDC (An earlier EVO compensates for a muffled exhaust, improves idle, extends high rpm power, and reduces pumping losses.)
Seated IVO = 40° BTDC (Limiting the IVO to 30° or less improves vacuum, idle, low rpm torque and drivability.)
Seated IVC = 72° ABDC (A later IVC lowers the DCR, requires a higher SCR; can lead to reversion at idle.)

Based on valve lift this is a 415 bhp cam, peaking at about 6200 rpm (4V cylinder heads). In order for the engine to have good over-rev, the exhaust will need to be low back-pressure. The low back-pressure exhaust would help the low rpm performance too.

In terms of drivability the things that work against you are the 76° of overlap and the intake valve opening too early (IVO = 40° BTDC). I'm surprised you had 12.8 inches at idle. Some guys would like the rough idle. Its a cam designed to appeal to drag racers (and parking lot cruisers), with a rough idle, steep torque curve, and narrow power band. There's no way to adjust the timing and "fix" this cam. It is what it is.

The 4V Cleveland heads are tuned to make peak horsepower at 6500 rpm. The way you "retain" low rpm power with 4V heads is to keep the overlap and intake duration conservative, keep the DCR around 7.6:1 to 8.0:1, use a carburetor with annular boosters and a dual plane intake manifold with a full height plenum divider. You don't need a big cam to make power with the 351C-4V. In fact Ford intentionally designed the 4V heads so that the induction system defined the power band and made the horsepower ... thus allowing good performance even though a "street friendly" cam is installed. The 351C 4V makes more horsepower and has more high rpm performance with 50° of overlap than most engines have with 76° of overlap. This is the drum I beat continuously.
Last edited by George P
stevebuchananstevebuchananMember
Yes, it is a drag race cam, and the motor was built that way originally. But Clay Smith Engineering explained to me that the cam is a relatively mild one and that some people use it for road racing. It did not have a crazy idle on the test stand. Since I already own it and it survived the initial startup and break in, I plan to give it a try. Perhaps it will be exactly what I want. Or it might be unusable and I will try a different solid lifter cam. A good friend of mine is an expert at swapping cams in a Pantera without pulling the motor.
panteradougpanteradougMember
I wouldn't worry too much about changing it out. It's nothing spectacular. Definitely old technology.

You can do a lot better now.

What you pick though depends on what you want the nature of the car to be.

To reach their full potential Clevelands need more cam than this.

If you just want a cruiser with an idle like a 53 Merc with a 429 in it, go another route.

Because of the short exhaust system even a mild cam in a Pantera tends to sound radical.

There is lots of debate on what to pick and if you ask 20 people you will get 20 different opinions. None of them are wrong. Just different perspectives.
George PGeorge PAdmin.
quote:

Originally posted by PanteraDoug:

... What you pick though depends on what you want the nature of the car to be ...



I'm focused on the word "pick". The word leads a person into the mindset that the only choices are those available off the shelf. I pen my own camshafts, and have since the 1980s, because what's on the shelf doesn't provide what I want. Custom cams allow me to tailor the engine to have the characteristics I want it to have.

quote:

Originally posted by PanteraDoug:

... To reach their full potential Clevelands need more cam than this ...



That term ... "more cam" ... may draw the wrong picture in people's minds. A picture of high overlap, long duration, rough idling, and poor drivability. If that's what "more cam" means then I disagree with that perception.

If we can agree that the production block is more or less good for 450 bhp and 7200 rpm, within that limitation the Cleveland can be quite drivable with the opposite of "more cam" thanks to the performance attainable with modern cam lobes which provide more valve lift with less duration.

I know of a Cleveland producing 440 bhp at 6500 rpm using a 750 cfm Summit carburetor, Blue Thunder intake manifold, GTS exhaust system, 10:1 compression, and the "little" Crane HR-216 hydraulic roller cam. 440 bhp was attained in this case with "less cam".

The specs of the Crane Cam:
Advertised Duration (at 0.004 inch tappet lift) = 278°/286°
Estimated Duration (at 0.006 inch tappet lift) = 270°/278°
Duration at 0.050 inch tappet lift = 216°/224°
Gross valve lift (at 1.73:1 rocker arm ratio) = 0.562/0.586
LSA = 112°; estimated overlap = 50°

I also know of a Cleveland producing 500 bhp at 6500 rpm using IR fuel injection, a bundle of snakes exhaust, 10:1 compression, and the same "little" Crane HR-216 hydraulic roller cam. 500 bhp with only 50° overlap! The additional 60 horsepower of this second engine, using the same camshaft, was the result of higher volumetric efficiency and a better exhaust system. You gotta admit, the HR-216 cam is an unexpectedly small cam for a 500 bhp engine, and 6500 rpm is the lowest peak rpm you'll ever see 500 bhp made with iron heads, stock stroke, naturally aspirated, etc.

For perspective the Pantera teams raced in Europe during the 1970s with 440 bhp utilizing the production block, the iron crank, and a 7200 rpm rev-limit. Ford teams competed in NASCAR during the 1970s with 570 bhp engines utilizing the heavy duty Bud Moore & Tope blocks, fully counter-weighted steel cranks, and an 8500 rpm rev-limit.
Last edited by George P
panteradougpanteradougMember
Pick = select = make a choice. The builder needs to make a choice.

Custom grinds have always been available.

In an ideal world we would be able to hear, and drive the car with various cam profiles to help the decision.

That doesn't really exist.

Many don't really know what they want or what 300, 400, 500, 600 hp means.

It would be interesting to me to experience all of the variable choices.

I doubt that there is just one magical one that fits all, but maybe there is?

Probably a hydraulic roller design is the most efficient and the most practical currently.

It really depends on the use of the vehicle, type of vehicle and what the owner wants out of it.

I'm not a cam designer. I leave that up to others. I can only share my 45 years of experiences with others. Cams aren't just that black and white.
V 4vandproudMember
this is the recipe i had Bullet cobble, looking forward to enjoying it soon i hope

351C Flat Tappet Mechanical, with additional Nitride and Lightweight EDM orifice lifters

In lobe: F285/355 @ 112* mathematic center .614" gross lift w/1.73 rar

Ex lobe: F295/358 @117* mathematic center .619" gross lift w/1.73 rar

LSA 114.5*

IVO = 30° BTDC

IVC = 75° ABDC

EVO = 85° BBDC

EVC = 30° ATDC

"Its a hot street cam alright. Idle like a boss 351 & rev to the moon. The powerband is a little like a 12 cylinder Ferrari back in the days when they used Weber carburetors. A little soft on the bottom end, but when it hits it stride it will crack your neck. Race car acceleration." ~ George Pence
tyler5tyler5Member
Hey George, love your posts and insight. my 408 stroker had a 297,304 dur. 262,268 @.050. 661,637 lift solid roller on 112 LSA. intake closed at 59abdc running on e85. alum. heads 330 CFM @ 500 lift. ran too! good with poor street manners. changed intake from 8 stack EFI to a dual plenum opposed throttle bodies 65mm x2 and created a stumble off idle. so I have sent cam out to regrind and remove 10deg from int. and ex dur. and up the LSA to 114. all else to remain the same. it is a bumpy idle but not a daily driver so I don't care. I also dropped compression to 11:1 prior to cam swap. reason is I cant get E85 everywhere I go and that limits me. Never pinged or detonated confirmed when disassembled. Had 11Hg on a good day. hope to see a bit more with regrind. Manual Wilwood brakes so no worries there. Still it runs with the best of them. just a little louder. cams are not that difficult to swap in the Pantera just have a seat n relax, sort-of in the fetal position.
R richkMember
Grinder: Bullet Cams
Intake: Lobe #F285/355
Exhaust: Lobe #F295/358
-----------------------------
285°/295° advertised duration
290° average duration
Exhaust valve opening = 85° BBDC
Intake valve opening = 30° BTDC
60° overlap
Exhaust valve closing = 30° ATDC
Intake valve closing = 75° ABDC
------------------------------
250°/260° duration @ 0.050
0.585"/0.590" net valve lift (0.029" lash)
115° lobe separation angle (camshaft degrees)
Intake lobe mathematic centerline = 112.5° ATDC
Exhaust lobe mathematic centerline = 117.5° BTDC



Ford 351 Cleveland solid flat tappet street & road race cam
Grinder: Bullet Cams
Lobes:
Intake #FF280/371 (Asymmetric)
Exhaust #F292/373 (Asymmetric)
110° ATDC intake lobe mathematic centerline
115° BTDC exhaust lobe mathematic centerline

280°/292° advertised duration (286° average)
251°/263° duration at 0.050"

Indicators
29°/29° major intensity (advertised duration – duration at 0.050)
Overlap at 0.050” = 32°
Lobe separation angle = 112.5°

0.371"/0.373" lobe lift
0.022”/0.019” lash
0.642”/0.645” theoretical valve lift (1.73:1 ratio)
0.620”/0.630” net valve lift [(lobe lift x 1.730) – lash]
0.609”/0.615” factual valve lift [(lobe lift x 1.70) – lash]

EVO = 81° BBDC
IVO = 30° BTDC
Overlap = 61°
EVC = 31° ATDC
IVC = 70° ABDC
George PGeorge PAdmin.
Rich posted two cam specs.

The first spec:

Grinder: Bullet Cams
Intake: Lobe #F285/355
Exhaust: Lobe #F295/358
115° lobe separation angle
Intake lobe mathematic centerline = 112.5° ATDC
Exhaust lobe mathematic centerline = 117.5° BTDC
-----------------------------
285°/295° advertised duration
250°/260° duration @ 0.050
0.585"/0.590" net valve lift (0.029" lash)
------------------------------
Exhaust valve opening = 85° BBDC
Intake valve opening = 30° BTDC
60° overlap
Exhaust valve closing = 30° ATDC
Intake valve closing = 75° ABDC

Today I would change this cam by using a 290° exhaust lobe (the best matching lobe I found is #F292/354. 292° advertised duration, 255° duration at 0.050, 0.586 net lift at 0.026 lash).

Curious why? Because we never really need more than 290° exhaust duration. And by shortening the exhaust duration I can "tighten" the LSA without increasing overlap. I'd move the exhaust centerline to 115° BTDC, and move the intake centerline to 113° ATDC. That narrows the LSA to 114°, 99% of my cam are 114° LSA these days.

The second spec:

Grinder: Bullet Cams
Intake lobe #FF280/371
Exhaust lobe #F292/373
Lobe separation angle = 112.5°
110° ATDC intake lobe mathematic centerline
115° BTDC exhaust lobe mathematic centerline
---------------------------------------------
280°/292° advertised duration
251°/263° duration at 0.050"
0.620”/0.630” net valve lift (0.022/0.019 lash)
---------------------------------------
EVO = 81° BBDC
IVO = 30° BTDC
Overlap = 61°
EVC = 31° ATDC
IVC = 70° ABDC

Today I'd move the intake centerline to 111° ATDC, making the LSA 113°. I just don't get so fussy as to specify 1/2° LSA or lobe centers any more. Chalk that up to old age. But on the positive side overlap decreases by 1°. The first cam has lobes with longer ramps and would make the better street cam. The second cam is definitely more of a race cam (short ramps and more lift). Its definitely going to push the cylinder walls of the production block to their limits under racing use. On the positive side the 70° IVC means you won't have to run a bunch of static compression, the engine will get by with 10:1 and 91 octane fuel. Both cams will give an engine Boss 351 type low rpm performance, yet peak horsepower is going to occur ~ 7000 rpm. Tanti Cavalli! That's the beauty of modern cam lobes, at least from my perspective.

Food for thought.
George PGeorge PAdmin.
I am fairly certain the 59° IVC you are quoting is based on duration at 0.050. The only reason cam grinders give valve event info based on duration at 0.050 is to assist the installer in timing the camshaft, because valve events at 0.050 have otherwise no bearing on an engine's performance. An engine's dynamic compression must be calculated based on the "SEATED" intake valve closing.

We rely on a cams "advertised" duration for computing "seated" valve events. The advertised duration of most solid tappet cams is based on 0.020 inch tappet lift; 0.020 inch "lash" at the tappet is equivalent to 0.035 inch lash at the valve (1.73 rocker arm ratio). So unless cams rated at 0.020 have 0.035 lash, their advertised duration will not be accurate, and the valve events computed with that data must be take with a grain of salt.

The limits of the production block under racing conditions is 450 bhp, 7200 rpm, and 8:1 dynamic compression. Race conditions means the engine is operated WFO down long straight-a-ways lap after lap. Sure owners get away with engines making more power, but not under racing conditions. A street engine is operated 99% of the time at part throttle, and an engine operated at part throttle is not producing anywhere close to its maximum compression. Drag racers get away with more power, but the experienced ones know that to go racing with an engine employing the production block making anything close to 500 bhp will require grout in the water jackets. Grout is a viable solution for drag racing, but not for circuit racing. Grout is not ideal for street cars either as it makes the oil run hotter.

Now that Tim Meyer is producing heavy duty blocks the solution is easy, the folks wanting to build high output engines should utilize one of Tim Meyers "Track Boss" blocks as the foundation for their engines.
tyler5tyler5Member
ok so I think I understand a bit better now. Yes looking at my cam card, it is based on the .050. however I am having difficulty calculating the actual intake valve closing degree ABDC. kindly take a look at my old cam card. Note the regrind will be Duration 252 Int. 258 Ex. at .050 LSA 114. also in the notes I do not know what VN159 Int. VN122 Exh. stands for. Thanks again for your insite.

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kirin hodgeskirin hodgesMember

Hi there George,i am new to this site ,but have been following the topics for a few years,most interesting and always very informative,as i live down here ,New Zealand, its always great to get different perspectives,and opinions.

The panteras and the car i have ,1972 ford fairmont hardtop share the same wonderful motors,and YES i am interested in the first solid cam you have penned.It is time for my cleveland to have its first motor birthday,specs will be 

 D2ae cf foundry block but made in australia . 351 30'over ross forged pistons,around 10.5 -1 comp,I have 1970 Boss 302 heads fully rebuilt ready to run,cast stock stroke 4mab crank with h beam scat rods ,blue thunder intake 750 hp Holley.

i think that first cam grind would work well with the rest of my combo.5 speed tremec tko,9 inch 3.5 truetrac diff.The car would be about 250 pounds lighter than a 71 Mustang.Please advise where to have this cam ground.

 

 

 

George PGeorge PAdmin.

Hello Kirin

It is difficult to find solid tappet lobes with "street-able" major intensity. There seems to be little interest in grinding solid tappet street cams … or perhaps its the other way around, there's little demand for solid tappet street cams. The cam you expressed interest in has lobes with 35° major intensity, which I do not consider street-able, but they had the longest intensity I could find amongst the lobes in the Bullet Cams on-line catalog. I was reluctant to even post the topic.

Since I wrote this post I've found one solid flat tappet lobe in the Bullet Cams on-line catalog of lobes that has a longer "major intensity" (48°) and would thus make for a better street camshaft.

duration at 0.020 = 278°/278° 
duration at 0.050 = 230°/230°
net lift = 0.519/0.519 (0.033 lash)
50° overlap
114° LSA
Index ICL = 108° ATDC

230° duration at 0.050 is about the same duration as the factory Boss 351 (or phase 3 GT-HO). 0.519 net lift is a bit anemic by today's standards, but it is certainly more lift than the factory cam which had 0.477 net lift. Its a good 400 horsepower cam. Horsepower should peak around 6100 rpm.  This is the cam I would advise you to give consideration.

Order either cam from: Bullet Racing Cams
Olive Branch, Mississippi. Telephone: (662) 893-5670

The details for the Single pattern cam are:

Intake and Exhaust lobe (single pattern) = lobe #F278/319
ground on 114° lobe centers (114° LSA) 
Index the cam 6° Advanced (+6°)
Intake lobe mathematic center line = 108° ATDC

kirin hodgeskirin hodgesMember
Hi george and thanks for the specs,looks like a better street option,and we
all know the bigger is better trap with carbs and cams,haha,
i guess i could run 1.8 ratio rockers for a little extra lift and
duration,as i have not purchased these yet,that would be best of both
worlds im picking,this is after all a street car first and foremost,cheers
By the way ,your on the money with the gt-ho falcon cams,and the one you
suggested is probably the same specs as the Australian phase II gt-ho
designed one, 300 dur .519 lift(which is more than likely a us cam) the
phase III is the boss cam .A little tamer ,there is one other for the phase
III race cars but its hard to get the exact specs,they say it was .524 lift
but same 300 ish dur........ who knows.?
kirin hodgeskirin hodgesMember
Hi there George ,its been some time but.......................i have
finally found a cam that i think will work for my 351c,i found the specs
through Camtech out of Australia .
contacted them ,but as luck would have it by the time i got round to buying
it they had shut up shop,luckily another Aussie company
Crowcams,acquired their masters.

so this is it ,
all @ 0.020
valve overlap 53.1 deg
int centerline 112.0 deg open @24.92 btdc closes 72.69 abdc dur 277.6 lift
.555
ex centerline 116.0 deg open @76.63 bbdc closes 28.15 atdc dur 284.8 lift
.574
i think this will be a good street solid lifter leaning more towards
"racey" than "streety"
.050 readings for duration are int 239.5 ex 248.8.

Kind regards Kirin Hodges

On Wed, Apr 24, 2019 at 4:43 PM Kirin Hodges <theholleyshop@gmail.com>
wrote:

> Hi george and thanks for the specs,looks like a better street option,and
> we all know the bigger is better trap with carbs and cams,haha,
> i guess i could run 1.8 ratio rockers for a little extra lift and
> duration,as i have not purchased these yet,that would be best of both
> worlds im picking,this is after all a street car first and foremost,cheers
> By the way ,your on the money with the gt-ho falcon cams,and the one you
> suggested is probably the same specs as the Australian phase II gt-ho
> designed one, 300 dur .519 lift(which is more than likely a us cam) the
> phase III is the boss cam .A little tamer ,there is one other for the phase
> III race cars but its hard to get the exact specs,they say it was .524 lift
> but same 300 ish dur........ who knows.?
>
> On Wed, Apr 24, 2019 at 7:37 AM The De Tomaso Forums <alerts@hoop.la>
> wrote:
>
panteradougpanteradougMember

Since you are still on the cam selection part, might I suggest a stock off the shelf cam? It is a Compcams Magnum. 282s solid lifter series.

It is .570 lift, 282 advertised, 236@.050, 63 degrees overlap. It is a 110 center with 4 degrees advance built in so it will do better with a low restriction exhaust system like even stock in a Pantera but doesn't really need an open exhaust.

I have this cam and mine idles down nicely once warmed up to 775rpm and gives me 17inches of vacuum at idle. It seems to peak at around 6500rpm but will go as high as you want.

With these timing features it will work in a automatic transmission without too much issue at all. All cams seem to be some kind of a compromise and the compromises on this one aren't bad and you need to look for them.

This one works so well, why do you need to go to a 113 center if it makes this much vacuum? I don't see the reason for a custom cam?

Last edited by panteradoug

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