I have a ’68 383 Road Runner, I bought it as a non-running car and it had a considerable cam in it when I got it—I think it is the Purple cam with 0.509-inch lift. The engine idles with only about 8-9 inches of vacuum. I have a 5-speed Tremec TKO 600 in the car. I
Summit Racing has its own line of Pro LS Camshafts designed specifically for GM/Chevy LS and Vortec engines. The camshaft development team told us they did their homework when designing these cams, and that they offer significant benefits over other LS camshafts on the market. For starters, every Pro LS Camshaft features lobes that were
Summit Racing Equipment has a new line of camshafts for LS and LS-based Vortec truck engines which consists of 10 different cam profiles for various performance applications. The Summit Racing Pro LS Camshafts lineup includes: 4 truck cam profiles 3 automotive cam profiles 2 LS3 rectangle-port specific profiles 1 turbo cam profile Summit Racing-brand parts
Editor’s Note: This is the second half of an article on how to interpret cam specs to select the right cam for your engine and vehicle needs. You can read the first half here: Comparing Camshafts: A History of Camshaft Specs and Choosing the Right Cam. … Most of us know the four strokes of an
Have you ever wondered why one camshaft makes more power than the other? Would you like to compare the behaviors of multiple cams without ever doing a cam swap? Written descriptions of idle quality, power range, compression, gear, and converter requirements only go so far when the same cam fits in a 283 or 406
Properly degreeing a camshaft is an essential aspect of building a performance engine. While, on paper, it seems like you’d be able to simply adhere to the manufacturer’s pre-stamped markings and be good to go, the reality is that that’s rarely the case. Why? Stampings can be imprecise, loose tolerances can create slack in the
Ford’s famous Alphabet Cams (a.k.a. Letter Cams) have been around for decades and are often the go-to choice for Mustang owners looking for more performance from their 5.0L engine. Ford Performance designed these cams for the 1985-and-up 5.0L/302 roller cam engines with 1.6 ratio rockers. On engines running electronic fuel injection (EFI), these camshafts are only
Proper break-in is absolutely essential to the life of a hydraulic flat-tappet camshaft. The procedure for breaking in a hydraulic flat-tappet cam however, is different than that of a roller cam. (If you want to read more about breaking in a roller cam, check out this post.) The folks at Edelbrock just released a video
Camshafts are often erroneously blamed for valvetrain problems. Our friends at COMP Cams set the record straight in today’s video. It highlights several critical issues that are related to camshaft or lifter failure, but aren’t the fault of the cam or lifters—things like coil bind, oil contamination, and mechanical interference. More importantly, this video delves
Q: The 350 Chevy in my ’73 Pontiac LeMans needs a new bumpstick, and I’m looking at COMP Cams Extreme Energy XE274-10 camshaft (part #CCA-CL12-246-3). I plan on running a TH-350 transmission with a 3,000 rpm stall speed converter and a 3.42:1 rear-end ratio. Plus, the engine has a 10.0:1 compression ratio, and the car has
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