no that was a Hughes HE2430AL FTH, 270/276/110
The key to this cam is the short 6* split that allows plenty of power extraction. In at 110 the numbers are;
270/115/112/276/53 overlap/ Ica of 65
intake,compression/power/exhaust. Effective overlap is 50*
At 180 psi, she was very fuel-thrifty in point to point cruising, but she liked a lot of ignition advance, as they usually do.
It's more cam than you need at your lightweight and application.
But it had the Ica that I was looking for, for my design and elevation. I loved it.
If you even think that you might someday want a bigger cam, you need to push the pressure envelope today, so there is enough pressure left over later at the later closing intake angle, else if it dips down too far, she will be a dog at low rpm. Two cam sizes, could be a minimum 7 degrees of Ica and a predicted drop of around 13 psi. Your only way to get the pressure back is more Scr. But to get the low-rpm performance back, at the pressure deficit, would require a higher stall, or bigger rear gears, or some combination.
Of course at your stated useage, you could easily get away with iron heads, closed chambers and tight-Q preferred but at your weight, could be open;
There is such a thing as too much bottom end,lol.
Here is an exercise;
Lets say we went down one size from mine, say a 262/268/112
and chose iron heads; in at 111 your numbers would be
262/118/113/268/41overlap/ Ica of 62*
With closed chambers and tight-Q, you can push 160 psi for say 89 gas at WOT, so 9.9Scr at 800 ft will get you there. With open chamber heads and NO-Q, you will need to step it up to 91 gas or drop the pressure maybe 5 psi, so say 9.7 Scr@800ft.
The thing is that the VP falls several point in the dropping of the pressure, which is already soft at 160psi! This may or may not want a higher stall depending on what you started with.
going back to;
262/118/113/268/41overlap/ Ica of 62*
the numbers in bold, predict that this combo could be very fuel-thrifty.
113* of power extraction is quite a lot, we could give some of that up, to get some top end power. Or we could increase the compression degrees to get the VP back. Or we could give up some absolute power to broaden the torque curve.
Or we could switch to a solid lifter cam, and make more absolute power with similar Part Throttle / low rpm characteristics.
