Both are sold.

[blykins]

Got this one that's been laying on the shelf for several years. 

It's a billet core solid flat tappet, so you'll have to run DLC coated tool steel lifters. 

265/278 @ .050", 108 LSA, .715" gross lift with 1.76 rocker. 

$350 plus shipping.

I also have another billet core solid flat tappet camshaft that I had Bullet grind for me, but it's going to be a very rare bird as it was ground for a flat plane crankshaft.  The firing order is a Ferrari firing order.   Chances are there are absolutely zero people who will ever be able to use it, but it may make a good lamppost or something......

Fair offers accepted for either cam.

[1967 XR7 GT]

I, am interested in this cam for a 482 Tunnel Port headed motor.  Shipping cost's to 92691 ?

Got this one that's been laying on the shelf for several years. 

It's a billet core solid flat tappet, so you'll have to run DLC coated tool steel lifters. 

265/278 @ .050", 108 LSA, .715" gross lift with 1.76 rocker. 

$350 plus shipping.


Fair offers accepted for either cam.

[blykins]

Shoot me an email:

brent@lykinsmotorsports.com

[1967 XR7 GT]

Email Sent.

[1967 XR7 GT]

Payment sent yesterday

Now several afterthoughts, 1st, what Dist gear do you recommend for the cam, and do you have any ? remembering something about a possible issue.

2nd, what spring pressures do you recommend for this cam ?

Thanks

[blykins]

Payment sent yesterday

Now several afterthoughts, 1st, what Dist gear do you recommend for the cam, and do you have any ? remembering something about a possible issue.

2nd, what spring pressures do you recommend for this cam ?

Thanks

Steel distributor gear.  No issues, build just never got off the ground. 

For spring loads, you need to be at 200/500.  Use quality DLC coated tool steel lifters.

[1967 XR7 GT]

Cam showed Fri, thanks.

So, Brent how do you think this cam will work in a 494 ci motor, with Jays Ported Tunnel Ports.

Motor specs: 4.300 x 4.250
Head specs: 8mm Hollow Stems x 2.300 Int x 5/16 x 1.735 exh
The seats were cut with a 5 angle valve job,
and I went with 45 deg angle seats.

Intake Flow Numbers
Lift        Flow
.400     258.16 
.500     308.48     
.600     356.53   
.700     390.40
.800     411.79
.900     425.16

TP Exh Flow Numbers
Lift      Flow
.100    58
.200    119
.300    181
.400    208
.500    229
.600    240
.700    244
.800    247
                                               
The chamber bore size's, I had opened up to 4.300" to help to relieve
the Int & Exh shrouding to help with flow. Unfortunately, it was done
after the heads had already been flowed, so the current numbers 
could be slightly increased.
   

[1967 XR7 GT]

I, compared the cam I just bought for my 494 TP Build: 265/278 @ .050", 108 LSA, .715" gross lift with 1.76 rocker. This cam card showed a Lobe Lift of .406 so gross lift was correct.

To, the one Brett choose for for Cody's 482 TP Build: 267/280 @ .050", 113 LSA, .654/.645 gross lift I am guessing with 1.76 rocker, because I have noticed that the ones that show it, show a 1.73 rocker ratio. But, if you do the math, the Lobe Lifts on the cam card showed .380 x .375 work out to a rocker ratio of 1.72, so 1.72 x .380 = .6536 and 1.72 x .375 = .645

If you use a rocker ratio ratio of 1.76, then it works out to 1.76 x .380 = .669 and 1.76 x .375 = .660. I. don't know if I am missing something or computing it wrong ?

The differences between the 2 cams are the 2 deg's increase on both the Int & Exh on the .050 numbers on Cody's cam, the .046" & .055" increased valve lift on my cam. The only other major difference is the 5 deg increase from 108 to 113 on the LSA on Cody's cam.

[blykins]

If it's a cam that Comp ground for me, they will give a lobe lift and then the rocker ratio is generally the lowest ratio that's available for that engine family.  So with the FE, Comp's cam cards will always show a gross lift calculated with a 1.73 rocker.   Bullet will generally not be like that. 

That's why you always do the math yourself when you're staring at a cam card, just to double check things.

Cams are chosen by valve events.  Each engine build can require different valve events.  That's why sometimes there is a large difference in cam specs.

Most guys focus on the .050" duration and the LSA, but completely skip other key specs that play a huge role into things, such as the advertised duration, lobe spans, .200" duration, .050" overlap, advertised overlap, etc. 

Regarding your camshaft:

It's a billet core.  You can get away with more aggressive lobes/lift/etc. on those cores.  Just because the .050" durations were within a few degrees of the cam that was ground for Cody's engine doesn't mean that they will behave the same way. 

What will help your situation the most is that your heads are ported.  Cody's heads were not.  Adding 75-80 cfm to a cylinder head should do nothing but add more power and raise the peak hp rpm.   So I would expect a lot more horsepower with your build and a much higher horsepower rpm peak. 

[1967 XR7 GT]

If it's a cam that Comp ground for me, they will give a lobe lift and then the rocker ratio is generally the lowest ratio that's available for that engine family.  So with the FE, Comp's cam cards will always show a gross lift calculated with a 1.73 rocker.   Bullet will generally not be like that. 

That's why you always do the math yourself when you're staring at a cam card, just to double check things.

Cams are chosen by valve events.  Each engine build can require different valve events.  That's why sometimes there is a large difference in cam specs.

Most guys focus on the .050" duration and the LSA, but completely skip other key specs that play a huge role into things, such as the advertised duration, lobe spans, .200" duration, .050" overlap, advertised overlap, etc. 

Regarding your camshaft:

It's a billet core.  You can get away with more aggressive lobes/lift/etc. on those cores.  Just because the .050" durations were within a few degrees of the cam that was ground for Cody's engine doesn't mean that they will behave the same way. 

What will help your situation the most is that your heads are ported.  Cody's heads were not.  Adding 75-80 cfm to a cylinder head should do nothing but add more power and raise the peak hp rpm.   So I would expect a lot more horsepower with your build and a much higher horsepower rpm peak.

I was just referencing Codys cam, but your correct my heads are ported so that will make a difference, but his heads will have better lower Int numbers but mine have much better exh numbers the intire range, but still not as good as should be.
The Bullet cam was orignaly intended for the 397ci TP Dyno motor wasn't it, so I was also checking that build, those cast iron TP heads were ported by JC, and they had much better lower Int numbers too .600" also, but mine start flowing after .600" lift and that Bullet cam I read is ground to provide better flow numbers from .200" on, so will see, also it's said that lower LSA like higher lift cams. Also, I have a good feeling about this cam.

I have a question, which PSI springs did you use for the Cast Iron TP heads ? I've been reseaching parts to finish my heads, Pac Racings Springs, their Circle Track ones have some options, and I even looked at Manley, but I like the the PSI springs  their Sprint Cup springs, because they use the Max Life treatment on their springs, which increase their running life .

I am looking at thei PSI CT 1526 ML
Valve Lift .715
Dia. 1.460"
Seat 213 @ 1.960
Open 532 @ 1.245
Coil Bind 1.150"
Distance to coil Bind 0.095"
Recommended Distance to Coil Bind:
Push Springs:   .060" to .100"
Spring Rate 447 Lbs/ Inch

[blykins]

Your heads will not have worse low lift flow.  I have ported and unported flow numbers for these heads from Joe Craine and the ported heads outflow everywhere, even down low. 

Let's talk about cam stuff for a bit...

I think a lot of people look at the LSA as a magical number and look at it as something that carries a lot more weight and influence than it does.  I know quite a few cam grinders (guys who are actually lobe designers who look at the derivatives of the equations to control acceleration, jerk, etc.) and none of them start out by choosing the LSA first.  They also look at valve events and choose different valve events to manipulate a characteristic of an engine.  A 108 LSA cam isn't a drag race cam.  A 106 LSA cam is not a circle track cam.  A 114 LSA cam is not an "EFI cam" or a "nitrous cam".  The LSA is really just an input, that I choose at almost the end of a cam specification, to tweak the valve events and overlap to put them where I want.  So with that same line of thinking, a "lower LSA" can like any lift whatsoever.  Typically, we see lower LSA numbers used in conjunction with shorter advertised durations in order to increase overlap, which moves the exhaust valve events around where they can be more usable. 

In addition, a cam can't provide better flow numbers, that's the cylinder head's job. 

The cam that you bought will be fine for your engine.  Is it made for your engine?  Certainly not.  It's made for a 397ci engine with a 370-380cfm intake port, wanting to turn pretty high rpm.  Sticking it in an engine that's almost 100ci bigger will bring the peak hp rpm way down, but at the same time, sticking it in an engine with a cylinder head that flows 30-40 cfm more will help offset that. 

The PSI 1226 or 1526 will be fine.

All of the major valve spring manufacturers offer valve springs with a treatment for stress relieving.