BigBlock Cams


The information and pages posted below were found in the internet-archive.org and are purely for historical purposes only.


383-440 B/RB CAMS
HYDRAULIC FLAT TAPPET

HYDRAULIC FLAT TAPPET CAMSHAFTS

(NOT LEGAL FOR STREET USE IN CALIFORNIA)

NOTE: Specify 1-bolt or 3-bolt core. They are interchangeable when the 3-bolt is used with the Hemi timing gear. We recommend the 3-bolt for all high performance applications. 

DURATION AT SEAT IN/EX

LOBE SEPARATION

GROSS VALVE LIFT IN/EX

DURATION AT .050" IN/EX

TYPICAL APPLICATIONS POWER RANGE
262/272 112 .432/.454 207/217 Excellent in heavy passenger cars, smooth idle, good power. Idle-5000
272/272 112 .454/.454 217/217 Best choice for passenger cars, tow trucks and mobile homes. Good idle, power and economy. Works with stock parts. Idle-5500
276/286 112 .454/.454 221/230 Good performance street cam, pickups, off-road truck pullers, etc. Idle-6000
288/296 108 .485/.507 231/239 Hot street or bracket car, 3000+ converter, 4.10+ gears. 2800-6500
304/312 108 .530/.551 247/255 Brackets only, 4200 converter, 4.56+ gears. 4000-7000
312/320 108 .551/.557 255/263 Light bracket cars, 4-speeds or 5000+ converter. 4500-8000



383-440 B/RB CAMS
MECHANICAL FLAT TAPPET

MECHANICAL FLAT TAPPET CAMSHAFTS

(NOT LEGAL FOR STREET USE IN CALIFORNIA)

NOTE: Specify 1-bolt or 3-bolt core. They are interchangeable when the 3-bolt is used with the Hemi timing gear. We recommend the 3-bolt for all high performance applications.

DURATION AT SEAT IN/EX

LOBE SEPARATION

GROSS VALVE LIFT IN/EX

DURATION AT .050" IN/EX

TYPICAL APPLICATIONS POWER RANGE
270/270 110 .548/.548 243/243 Our version of the ‘Purple shaft’, with more power everywhere. 2000-6200
278/278 108 .570/.570 251/251 Hot street or heavy bracket car, 3500+ converter or 4-speed. 451 with SR heads had 605 HP @ 6200 RPM. 2000-6200
280/280 110 .557/.557

(.594/.594-1.6)

251/251 Excellent hot street cam with 1.5s.  Use with 1.6s and 108 LSA as bracket cam. 2500-6500
282/282 108 .582/.582 255/255 Heavy bracket cars, 3500+ converter. 3000-6800
284/284 108 .568/.568

(.606/.606-1.6)

255/255 Great in 451s with 1.6 rockers, 3500+ SS. 3000-7000
286/286 108 .587/.587 259/259 For heavier dual-purpose cars, 4000 SS 3500-7200
290/290 108 .597/.597 263/263 383-440s, under 3500 lbs, 4000 SS  3800-7200
294/294 108 .609/.609 267/267 383-440s, under 3200 lbs, 4000 SS. 4000-7500
301/309 108 .591/.613 (.630/.654-1.6) 268/276 Heavy bracket cars, 4200+ converter. 3800-7200
309/309 108 .613/.613 (.654/.654-1.6) 276/276 Bracket cars under 3300 lbs., 5000 converter or heavy 4-speed drag car. 4200-7500
304/304 108 .640/.640 277/277 Drag cars under 2800 lbs., 5000 converter or 4-speed. 4800-8500
304/317 110 .640/.635 277/284 500+ CID engines, light cars, 5000 SS or Lenco. 4500-8000
313/317 110 .624/.635 (.666-1.6s, int only) 280/284 Large CID engines, dragsters.  5500 SS or Lenco. 4500-8000



383-440 B/RB CAMS
MECHANICAL ROLLER TAPPET

MECHANICAL ROLLER TAPPET CAMSHAFTS

(NOT LEGAL FOR STREET USE IN CALIFORNIA)

NOTE: Roller cores are available only as 3-bolt.

DURATION AT SEAT IN/EX

LOBE SEPARATION

GROSS VALVE LIFT IN/EX

DURATION AT .050" IN/EX

TYPICAL APPLICATIONS POWER RANGE
286/286 108 .605/.605 255/255 Good in hot street cars, 3000+ converter, also short oval tracks. lots low end torque. 2800-6500
290/290 108 .651/.651 259/259 Hot street/bracket car with 3500+ converter or 4-speed, also for dry slick ovals. 4000-7500
302/302 104 .640/.640 273/273 383 SS/GT, 5000 converter. 4000-7500
312/321 108 .685/.682 280/290 440 SS or bracket, 5000 converter, also 383 with 4-speed. 5000-8000
315/325 108 .715/.683 282/292 383 SS/GT 4-speed, good 440 Super Gas with 5000 converter. 5000-8500
316/326 108 .715/.715 285/292 Good Super Comp cam, Bigger engines, Light car, 5000 converter. 5000-8500
324/324 108 .750/.750 290/290 440 SS/GT light car, 5000 converter. 5000-8500
328/336 110 .772/.765 294/304 Very large engines over 500 CID, 2500 lbs. car and under with Lenco. 5000-8500

3 Responses to BigBlock Cams

  1. Kurt says:

    I have been researching cams for my 67 new yorker 440. I have gone to many websites and forums only to be disappointed with what I have read. So I have decided to try to find recipes through books but I only find applications for super cars on the street. The motor is going to be stock external components (stock square bore intake, hp exhaust manifolds, electronic igintion, etc…) The car runs beautiful but I would like a little more out of it. I purchased a set of 516 closed chambered heads port and polished with the hp setup (stock intake valves & bigger exhaust valves). Basically, I would like to have some kick _ _ _ power on the highway while at the same time have a nice little roll in the idle. I hope i am not asking for too much.
    A) What cam selection would work for me?
    B) Do I need to degree it in? (I just want to line up the timing gears and go)
    C) Do I need a specfic stall on my convertor?
    D) Also, becasue the car is so long, will a posi unit help me or do me harm if it rains out?
    I currently have 2.76 non posi rear and it’s alot fun on the highway. This thing can keep up with the wind, I would like it to leave it behind every now and then.
    Thanks and I hope to hear from you.
    Kurt.

  2. Hello Kurt,

    I am by no means an experienced engine-builder with plenty of cam-knowledge.
    But I do know that on a heavy car with a long gearratio in the rearaxle, you really want a cam that makes power(torque) at lower rpms.
    Usually this means a cam with higher lift, and not much more duration.
    You could even decide to install 1.6 ratio rockers, to increase valve lift.

    With a performance cam, degreeing it is always a smart thing to do. You never know upfront if for instance your timingset is built ‘wrong’, or cam has it’s index-pin or lobes ground at a slightly wrong location.

    With stock’ish cams you won’t need a higher stall convertor. Although it will let the engine rev a little higher before it grabs and therefore feel faster, it can also make your car feel mushy when taking off normally.
    But for a ‘cruiser’ I would suggest to keep the stock stall convertor.

    A SureGrip will only be necessary if you like to burn the tires once in awhile.
    On a heavy car a SureGrip won’t be ‘scary’ in the rain, unless you install very wide tires which lessen the grip on wet streets a bit.

  3. bob head says:

    why don’t you have any specs on hydraulic roller cams? They are becoming more popular.

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