RPM Range:
2200 to 5900
Valve Lash:
Hyd.

Hyd.
Valve Timing:
0.006
Duration:
291

311
Lobe Separation:
107°
Duration @ .050" Lift:
235

249
Intake Centerline:
102°
Valve Lift:
0.522

0.509
Lobe Lift:
0.348

0.339
Valve Timing @ 0.006 Lift:
Exhaust
Closes 49
ATDC
Opens 82
BBDC 102 Valve Timing Diagram
Intake
42 Opens
BTDC
69 Closes
ABDC

 

Could be, for some uses.

The exh lobe is REALLY big compared to the intake. Would match heads with great int flow and poor exh flow well, such as Vortec. Not so good for alot of aftermarket heads.

It will be very "peaky". The peak torque RPM and peak HP RPM will be quite close together, meaning, it will REALLY REALLY WANT TO run in just that one narrow range. Which is good for an auto car with a converter stall at the lower end of that range, or a close-ratio stick car, on the strip.

Also looks like it would run good in a 2-bbl class on a tacky ¼- to 3/8-mile track with high banks and not-too-tight corners, where it would run maybe 4500 coming up off the corners and maybe 5300 at the end of the straights.

Not so good for the street.

 

Well the car has a 383, aftermarket heads 64cc 202/160 valves, kb pistons, 10.21/1 CR, stock trans w/ no stall and MAX rpm at 5500/5800. Looking for a tough sound and lots of torque. Street/strip

 

You're not going to like it AT ALL on the street. All bark, no bite.

 

How about this one?

Cam Style: Hydraulic roller tappet
Basic Operating RPM Range: 2,000-5,500
Intake Duration at 050 inch Lift: 224
Exhaust Duration at 050 inch Lift: 224
Duration at 050 inch Lift: 224 int./224 exh.
Advertised Intake Duration: 280
Advertised Exhaust Duration: 280
Advertised Duration: 280 int./280 exh.
Intake Valve Lift with Factory Rocker Arm Ratio: 0.525 in.
Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.525 in.
Valve Lift with Factory Rocker Arm Ratio: 0.525 int./0.525 exh.
Lobe Separation (degrees): 110
Computer-Controlled Compatible: No
Grind Number: CS 280H-R10

 

What heads?

 

I think it would be easier for people to follow you if you just linked to that cam's info page. Here is that cam: http://www.compcams.com/Company/CC/c...?csid=180&sb=2

I think a cam around 224 duration @0.050 lift is usually a good street cam for a 350. That particular cam will be fine as long as your heads have a good intake to exhaust ratio and you have a good exhaust system. Not all aftermarket heads should get a single pattern cam. Headers and exhaust at a single 3" minimum or dual 2.5".
It shouldn't be too hard on the valvetrain, for instance it's regular duration is 280 and duration at .050 is 224. Their 280XFI cam has a regular duration of 280 and the duration at .050 is 230.

 

Sofa that first cam is Comp's "muthathumpr" (What is with these absurd names?)

You say it will be peaky. Comp always claims they use cam patterns from endurance racing cars that need wide, flat, smooth power bands and sacrifice a little bit of peak power. I've considered going to a cam like this for exactly that reason (I do a lot of autocrossing and plan to do some track days when the car is ready for that) but I dont know that I buy their marketing on this. Do you have any rebuttal for that? Why do you think it would be peaky? I know the narrower LSA tends to result in "peakier" torque curves, so how can Comp claim this? I know the ICL's are a bit different on those cams than the normal 106 Comp uses for everything else... but lobe separations and so on are a little more abstract to me than simpler numbers like lift and duration.