2:91 or 3:55?

Oh yeah that makes a mondo huge difference. Kidding,lol.I have the cam listed as the same for both Magnums; IDK if that is true.
Is that 5.2 still at 9.4 Scr?
At the top right of every page you open you will see your name. If you care to, click on it and find "signature" click on that and there you can enter all the pertinent info of your combo, about 5 lines worth. After you close it, that sig will appear on every post, just like mine does down there on the bottom..Now whenever you have a question about your combo, everything we need is right there. You can edit it in the future, and it will change every post you ever wrote to reflect the change. I used to do that often.

Ok so for me to try and show you what is going on, I need the exact cam spec the exact known, not estimated,nor believed to be; compression ratio, or all the specs that are used to calculate the Scr. If you don't have these, I'm gonna guess, and then you know how that goes garbage-in/garbage-out.

I have the cam listed as the same for both Magnums;
250/264 advertised; 182/[email protected], I see it with an LSA sometimes at 112, sometimes at 110, and now you bring it as;
184/193 at .050 and its a 112 LSA. Lets go with your numbers and with 9.4 Scr, an I'll use the 250/264 advertised numbers.
OK; I have on file that this cam is factory installed at 118 Ica. Which IMHO, is ridiculous. here's what that installs like
250/264/112-7/29 overlap/116 compression/119 extraction/64 Ica
Now here's why I think this is ridiculous.
A) it puts the Ica way past BDC and the piston is ~1/3 of the way up before the Advertised says it's closed. But that cam has such slow ramps, that the valve is not closed on-the-seat-and-not-leaking until PERHAPS 12 degrees later or say 76* ABDC That's ridiculous. I'm sure they are using that to create EGR and is a Pollution thing, but it's nuts.
B) the overlap is spec'd as 29 but with the 119*installed centerline, the actual, EFFECTIVE overlap is just 12* which is fine for log-manifolds, but gives headers nothing to work with.
C) add up the compression and extraction degrees and you get 235*. This is a good number, but check out that the extraction is hoggin more than half of it!, more ridiculousness.

OK ,I tell you what lets put this cam in as it should be. All I'm gonna do is retime it to an install of 111*, and here's how that looks;
250/264/112+1 /29 overlap(28 Effective)/124 comp/111 extr/ 56 Ica
Compare that to the stock install of
250/264/112-7/29 overlap (12 Effective)/116 comp./119 extr/64Ica

So what happened?
We traded away 8* of extraction to get the same 8 more degrees of compression, which also gave us 16 more degrees of effective overlap, which only helps if you have headers. Recall that all I did was retime the cam.
So what's it matter?
Glad you asked.
Lets install them into an 9.4Scr 5.9 Magnum and see what happens; and no I haven't lost sight of the fact that 182*@.050 is extremely small; we'll get to that inaminit.
First the factory install
Static compression ratio of 9.4:1.
Ica of 64, 500ft elevation
Effective stroke is 2.79 inches.
Your dynamic compression ratio is 7.55:1 .
Your dynamic cranking pressure is 148.95 PSI.................. 149
V/P (Volume to Pressure Index) is 125 ............................ 125

and next, the retime
Static compression ratio of 9.4:1.
Ica of 56*, still 500ft
Effective stroke is 2.97 inches.
Your dynamic compression ratio is 7.97:1 .
Your dynamic cranking pressure is 160.08 PSI..................... 160
V/P (Volume to Pressure Index) is 143 ............................... 143

What's mean?
Notice the pressure increased from 149 to 160. That's huge and makes your throttle response come alive and punches up the midrange power.
Notice the VP rose from a dismal 125 to a more than acceptable 143, which is where the fun starts.
Notice the Dcr rose from 7.55 to 7.97. this is only 5.56% but you are really gonna feel it. It also means that, at WOT, you might require best gas; it depends on a lotta factors, specifically to load at low-rpm.
And finally, lets look at the overlap, which rose from an effective12*, worthless with manifolds; to 28* with headers which ain't much. but you're gonna get a slight kick in the midrange, to after the power beak, all the same.
All that from just a cam retime?
You better believe it.

Ok so now we know what coulddabin, lets see what the new cam will do;
264/270/112+4/43 overlap(34* Effective)/122 comp/107 extr/Ica 58
compared to the retimed stocker
250/264/112+1 /29 overlap(28* Effective)/124 comp/111 extr/Ica 56

First notice that the retimed stocker is only 6* short on effective overlap
Second; compression plus extraction is 229 compared to the stocker's 235, by itself not bad, but notice that the new cam gave up 2* of compression.
Third is the advertised intake duration of 264 versus 250. This is fully two cam sizes bigger, but there's a hitch interpreting that, which is that I don't know the measuring point of either cam. No matter, we have the .050s which is all that matters.... they say.
The new cam is
213/219, and lift of .485/.485.. versus
184/193, and lifts of .411/.430
which tells us that the new cam is 29 degrees bigger on the intake, which is 4 sizes bigger, which usually equates to the power peak being about 800 rpm higher..... cuz the only way to make more power with all other things remaining, is with more rpm. That's the way it is.
On the exhaust side, the factory cam was made artificially large on the exhaust side so they could run the dang thing so retarded so in this case the difference is relatively meaningless.
So what's it all mean?
Static compression ratio of 9.4:1.
Ica of 58*, still 500ft
Effective stroke is 2.93 inches.
Your dynamic compression ratio is 7.87:1 .
Your dynamic cranking pressure is 157.42 PSI........................ 157
V/P (Volume to Pressure Index) is 139 .................................. 139
WEll wouldja lookit that!
Because the retimed factory cam, had an Ica close to what the new cam has, the pressure only fell 3psi, which caused the VP to fall just 4 points.
With closed chamber heads, and tight-Q this should run on midgrade at WOT, maybe even 87, if you get the timing just right.

But here's the deal; below 3000 the retimed factory cam has a slight edge on power. But it's only slight. But the new cam has Huge power advantage over the stock, retarded cam, below that same 3000, now increased to perhaps 3500.
So since the cam is already in there, it's gonna be a HUGE improvement to the stock one at low rpm, AND since it's 4 sizes bigger at .050, it's also gonna be a huge improvement every where in the Rpm band. There is no down-side to this combo.
Except one.
While I'm sure this combo will run well with a carefully thought out and installed timing curve, you better run best gas until you get it. And you cannot arbitrarily increase the compression past the the stock 9.4, for the same reason. Yet, this combo will do best with the Quench set into the normal target of .040 +/- .005.. And if it's not there, then you are gonna need to be even more careful to avoid detonation.
Once you get all tied together, it will run gangbusters; a VP of 139 is right on the lower edge of big fun..

And that takes us right into Torque Multiplication. Since this combo, in fact increased the VP from the retarded factory number of 125 to 139, Yur gonna have an 11% stronger bottom end with the new cam .............. so if you were happy with the old set-up, yur gonna be even happier with the new combo. Even with the stock-geared 904 and 3.23s This is kindof an oddity,and has only happened because the stock cam was so retarded, as I showed you right in the beginning.
It will however be slightly harder on gas because of the reduced extraction duration; 107* is not too bad tho.

Parting shot
This cam has the unusual ability to run at a much slower than usual cruising speed... because of the meager 34* of overlap, the early closing intake, and the reasonably late exhaust opening. This also does not often happen. So if the mood strikes you to install that A500, your cruising speed with the 3.23s is gonna come in at around 65=1880 in loc-up. And if you're a sharp tuner, I see up to mid 20s mpg, in point to point cruising. The stock timing systems won't get you there; cuz at 65=1880 she's gonna want in the neighborhood of, I'm guessing, close to or more than 50 degrees of advance............... And it has to drop out the instant you floor it, or you could be finding piston parts in the oilpan.
Is it worth the chase? I thought so, and after 125,000 miles, I have saved a lotta money.

Ok hope that's been helpful, and
HappyHotRodding

Click on refresh , but I'm done for tonight, let the questions begin.OOPs I see a math error I gotta fix before you notice it, Got it!