Danger

Ok I went to get the XE262H and what I found was XE262H-10. What does the 10 stand for? Is this the cam I need? I searched and found others like CS XE262H-10 and CB.... and XE262H-14. I don't know which to get?
Also is it true that Crow make Comp cams and a similar Crow would be ok?

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84 Trans Am HO L69 WS6
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Vader

Danger,

The Comp grind number is denoted in the first characters of the number. "XE262H" is the grind number, or the particular pattern that is ground on a cam billet. The suffix is usually for a kit designation, a given lobe timing advance or retard based on the dowel position, distributor gear option, etc.
The "X" is for XTREME Energy, XTREME RPM, XTREME Marine, or XTREME 4 x 4 grinds. The second character can vary whether it is a retrofit roller, hydraulic flat, hydraulic roller, mechanical flat or roller, etc. Dual Energy and Magnum cams usually don't have the letter prefixes.

The three-digit number is generally the advertised duration of the intake lobes, or the effective duration at 0.050" lobe lifts.

The last character or characters vary for lobe finish design, ramp rates, etc.

There are sometimes two-digit numerals following a hyphen at the end of the cam number which usually denotes the LSA. A "-10" should indicate a 110° lobe separation; a "-14" indicates a 114° lobe separation angle, etc.

I would suspect that Crower would hae most of the specs on most every aftermarket cam offered, just like all the major players would. It would surprize me if all manufacturers didn't offer a similar grind for those cams which seem to be particularly effective or popular. Get the specs if you can, especially the area under the curve, acceleration rates, and plotted curve (if you can) and compare on that basis. Then shop for the best deal.



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Later,
Vader
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If you want to beat the World, it might reach up and pull you down...
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gruveb

XE-262-10 is what I have, and what a lot of people have used. That's the one I would get.

Sitting Bull

Hot Rod just did a test on cam and intake swaps for a 302 Ford, but the results will be valid for most every engine of similar displacement. They found that by stepping DOWN one size from the cams most often recommended for 302s they developed more hp and torque. They also suggested that the more aggressive cams would work just fine when you went up to the 351 engine.

The same rules apply to Chevy small blocks. A 262 cam might be better left for a 350 and a 258 or equivelent be more effective on that 305.

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1986 Camaro Sports Coupe
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