I'm just comparing different alternatives for the next camshaft into our next engine and as there is lots of cams, it would be nice to know what cam is most powerful. Ted could propably do that easily, if he just gets all the cams for a test session?

Ok, for us, it might not be so helpful as we deal with boost and that makes things a little different. But for others with normally inhaling engines it would be great source of information.

Right now I'm leaning to Isky RPM-300 with 112 degree lobe separation angle. Also Comp Cams 37-600-5 Thumpr seems interesting with 268/287 degree Adv. duration. Only negative with that is tight 107 degree LSA.

Schneider has also couple of interesting cams and so does Howard Cams too. And then there is an option with custom grinds ...  What would you think about 268 / 301 degree cam to clear the boosted gasses out of the cylinder...

 Seppo from Järvenpää, Finland
www.hollowheads.net (just click the hole in the head to proceed)

I would be a big fan of this. I started another thread wondering which one. Long time ago I was finishing a build with a 351 and tried to get the most radical cam. Spent forever getting it in and set up only to find that I actually lost hp and torque. The set up just really did not work with the heads and intake. Learned a great lesson at 19 that not all top shelf stuff works well together.



I might commit to some good bourbon to whomever steps up.

Mike Rizzo

1963 F100 "Rudy"

Daniel Island, SC

Hey guys! testing different Cams in a Y-Blk ain't easy. Ted has provided much information that just isn't available anywhere else.. and largely at his expense, particularly with respect to his time. Lets not push our good luck! Try John Mummert re Cam info, he seems to have a comprehensive grasp of what works or doesn't with our favorite engine.

Paul

I too would like to see something like this. My ideal would be a 292/312, G heads mostly stock, stock compression ratios, 4 bbl carb, affordable ignition. 350 rear. A good street engine.

54 Victoria 312;  48 Ford Conv 302, 56 Bird 312
Forever Ford
Midland Park, NJ

Paul, i gotta agree with you, Teds imput and R & D is beyond all expectations, cams and results differ with head changes etc and think there are enough theory,s on what works best where. Merry Xmas to all.

  AussieBill            YYYY    Forever Y Block     YYYY

 Down Under, Australia

I agree, this would be a very expensive test, money and time. We used the Isky 505T in my engine and although it has very poor idle , the thing makes good power. Now if someone could convince the cam grinders to provide there products to Ted for testing, he could give them some good data.

Glen Henderson



Freedom is not Free

Letohatchee, AL

I agree that such a test program would be expensive, and I also think that even if Ted was given test cams for free, he should be paid by someone at his regular shop hourly rate to test them.  Changing cams and lifters in a Y block is a rather time consuming process.

John - "The Hoosier Hurricane"

Didn't someone have a virtual site in a previous post they could go to to see different HP's and torque numbers for different grind cams. May not be spot on but would give a ballpark figure.

55 Vicky & customline

58 Rack Dump, 55 F350 yard truck, 57 F100

59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?

Engine Analyzer is good program to test camshafts and other stuff virtually, but needs a lot of input data and the most Y-Block Camshaft sellers don't have a lot of information on their sites.



...and other thing is port dimensions, lenghts and flows, huh.



More input info, more accurate result.





Hyvinkää, FI

Ditto on the previous comments.  Camshaft testing is time consuming to say the least while also being expensive.  Besides just the camshaft swap, then there are a multitude of other variables that must be considered for each swap.  Some of these include moving the installed cam position around, intake manifolds, header sizing, lash settings, carburetion, jetting, and ignition timing to just name a few.

I’m currently dyno testing a 390 Ford and that test has evolved to the point of trying another camshaft.  That means that many of the other variables that were tried on the first camshaft must now be rerun with the revised camshaft.  But the only way to know for sure is to do the test as a computer program designed to calculate HP/TQ for a SBC is not going to be accurate enough in this case to define exactly what the results are going to be.

Lorena, Texas (South of Waco)