decent cam supply sources


solid fixture here in the forum
so basically everything would stay pretty much the same except the pistons which is no big deal at all talking with chuck at ohio crankshaft there are many choices to choose from in the piston needs he also offered me a hell of a deal on the brodix 180cc runner 64cc chamber heads


Staff member
sounds like your on track, Ive always had good results dealing with them,
what did they say about the combo I suggested and did they make any other suggestions, other than the brodix 180cc heads, I know the combo I posted works as Ive built several very similar engines in the past (but not with the 190cc AFR vortec heads)


solid fixture here in the forum
here is what Chuck Quoted me a while back 383 street rodder rotating assy. SRP forged dished pistons 6 inch forged rods 5140 forged crank 3.75 stroke race bearings & rings internally balanced he said should make 10:1 compression with brodix 180cc runner 64cc chamber heads with an .040 head gasket he suggested an edelbrock air gap single plane intake with a 750 CFM carb & a cam 110-112 center line should make around 450 HP & TORQUE now I`m impressed with everything #s wise but I think a dual plane intake would suit me better for my intended use now this all sounds good except I have a cam center line but no #s & will I also need a nutreal balance balancer& flexplate


Staff member
internally balanced rotating assemblies , on a 383-400-406 sbc usually require neutral balanced flex-plates and dampers like most 327-350 sbc engines, your rotating assembly or short block supplier should supply the correctly matched parts as an option for a price.
this cam matches your requirements reasonably well, but every choice is a compromise in some area ... 8&x=37&y=5

heres the cam I run in mine but it requires a 3000rpm stall converter, and a bit more cpr, and a 3.73:1 rear gears about correct, keep in mind Ive got an overdrive top gear ratio transmission(700r4) ... vl=2&prt=5

you might want to read thru this

Hey guys Im looking for a cutter to cut down the tops of my valve guides to obtain proper clearance between the valve seal and retainer Thanks Ed


New Member
I have always been infatuated with camshaft lobe design and cylinder heads etc. I have bought many roller cams for the same reasons posted here to find performance because I always think that I may find something and learn something. I have ordered a new camshaft for my 565 BBC recently from Comp Cams. I did notice they were not on your list at the beginning of the thread and after reading I think I know why now. SO now that I think I may have wasted 350.00 I wanted to take the same liberty if I may to ask your opinion about my purchase as well. WHAT A TREAT!! I have several camshafts from Harold Brookshire as well, recent designs. I have a 565 with 15 :1 with Conventional heads (Brodix) 340cc runners, fully hand ported. I run one Dominator 1150 and a Super Victor intake. The cam I just recieved is a custom grind. The intake lobe is a RX lobe 1718 that is .799lift 1.7rocker and285@.050. The Exhaust is XCX lobe1862 that is .799 and 292@ .050 Lobe seperation is 112. Now I understand this is the cookie cutter specs to some degree for this motor combo (or at least it seems) and it has run well. My curiosity then turned to the lobe designs like ramp speeds and so forth. I bought this comp cams shaft at the time because Harold kind of went off the radar for a while again and my need to learn seemed to overcome my willingness to wait!!! He has always been a willing participant to talk to me and teach me things.
It seems that now I see a trend to go to much bigger splits in the duration, somtimes as much as 12 to 14 degrees. I am naturally interested in why! Thanks for your time immensely! It is a thrill for a junkie like me to hear a polished perspective from a engineering background instead of a software program! Thanks!!


Staff member




read thru these threads above carefully and take the time to use the calculator links with YOUR engines specs

almost every choice made will be a compromise in some area, a wider lsa tends to broaden the torque curve, a lighter weight car with transmission gears /gearing that spreads the shift points out with rear gearing like lets say a 3.54:1 ratio, and a th400 and a nearly stock stall converter speed will do far better with a wide 112 lsa with a cam of similar duration compared to a manual trans car with a 4.56:1 rear gearing,that can more nearly control its shift points exactly to the power curve, where a 106-108 lca may produce a bit more peak hp but sacrifice a few hundred rpms on each end of the power band .
a larger bore to stroke ratio tends to slightly favor a wider LSA, so lets say if you compared a 509 BBC with its 4.5" bore and 4.00" stroke would tend to work a bit better with a 110 lsa than a similar 496 BBC with its 4.31" bore and 4.25" stroke, where a 108 might work better, but head flow, compression and your header design also effect the results, most guys just play (FOLLOW THE LEADER) in that if their buddy's car runs fairly consistently with a similar combo to their car they look at his results and order a similar cam, while that tends to produce a similar result its not calculated to produce the maximum power, or ideal results, that correctly matched components would produce, being consistent is great but that's not necessarily the same as having the most effective combo possible, for a given bore/stroke/compression ratio,rear gear/etc.
if you take the time to use the calculators you can match several factors, and produce a bit more efficient flow thru the cylinders and a bit more effective use of the cylinder pressure curve

I'm sure you've seen guys that build engines that were designed to spin 7000rpm plus who eventually find that they get their best results if they shift at 6400rpm, that's usually because the cam may be designed to spin 7000rpm plus but several other components are not designed to produce the max power in the upper rpm range or the gearing doesn,t match the power curve.


in case you don,t understand the chart, you take the engine displacement PER CYLINDER divided by the valve diam. then you use that on the chart to locate the lsa
lets assume youve got a 383sbc, 383/8=47.88
divide that by intake diam., lets say 2.02 and you get 23.7 youll see the ideal is near 105 lsa, but then you ask,WHY are most cams ground with a 110-112 LSA its because that tight lsa may maximize the peak volumetric efficiency,and peak hp/torque, it will also be far from ideal at low speed, with a lopey idle, or for emission testing or for ease of low and mid rpm ease of tuning or for sensors to read because of low rpm reversion in the intake a compromise with a wider LSA is used, sacrificing a bit of peak hp for better average drive ability and lower emissions and better mileage

look at the chart,







its not comp cams products that are usually a problem, they tend to be similar in quality to several other manufacturers, its just the fact that I, and several other people have consistently gotten lets say LESS than the BEST ADVISE, and inconsistent advice from their tech guys , you can have 5 guys call 5 times with the identical info and get 5 totally different suggested combos or cam specs,they remind me of those tech help computer guys that are in India & Pakistan, etc that read of a flow chart,and if your combo doesn,t exactly fit their flow chart your screwed, so I personally tend to avoid them