Yep...another request for camshaft suggestions.

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ardentindustries said:
Anyone know if the Howards 711381-10 requires new springs? I'll replace them regardless but want to know which ones to use. Their website and listing's don't seem to mention that.

Not to mention, that cam is out of stock everywhere I look. I'll try to call them tomorrow and see if they'll sell direct.

Thanks again to all!
Click to expand...
You might just have to order best of what's available or get a regrind.
 
273 said:
You might just have to order best of what's available or get a regrind.
Click to expand...
Being a business owner in the metal manufacturing world, I am dumbfounded as to why there is such a shortage of parts. Especially these days...there are specific equipment to make specific parts. Are companies too afraid to invest in said equipment? Is there another shortage somewhere? Crazy to me to hear of these backlogs and delays.
 
ardentindustries said:
Anyone know if the Howards 711381-10 requires new springs? I'll replace them regardless but want to know which ones to use. Their website and listing's don't seem to mention that.

Not to mention, that cam is out of stock everywhere I look. I'll try to call them tomorrow and see if they'll sell direct.

Thanks again to all!
Click to expand...

I think the spring they recommend is about 120 on the seat. Needs to be a little more hefty than the OEM/901 because of the aggressive grind profile.


98412 is the howards part number

Howards catalog


Footnote says can't use stock springs with that camshaft.
 
I'll check with CNC as well, thanks.

If the Howards isn't available I'll just order the 23203. Cheaper and should get the job done, though it's roughly .040" less left but...these arnt race heads by any stretch.
 

Highly agree with Junkyardhero. Mopar RV cam. .405/.410 or the .410/.425 which is more available. See WAY to many people over cam and be unhappy. Be realistic where and how your normally going to drive the vehicle seriously.... Low to mid-range torque is where most of the people want the feel of what we're driving. IMHO. Good luck in your project
 
Hey all,
Quick follow up. Howards is out of those cores and said they may have camshafts by end of July. Impatient me, went looking again.

The Melling 23203 was my 2nd choice but then comparing it to the Comp XE256 grind, the 256 has a slightly tighter LSA and slightly less duration....both of which....if I've understood correctly, should "help" a low compression situation. Tighter LSA means the intake valve closes sooner, correct?

Still learning all of this black magic stuff...

In all, I likely wouldn't have noticed the difference between any of these cams but the Comp was in stock (I know, plenty of Comp horror stories), is an "in between" on lift numbers and should be plenty calm on the valve train.

One thing I read that I found interesting was someone mentioning camshafts being such an issue partly due to too high of spring pressure. I could wrap my head around this idea, though I'm sure there's an argument against this thought process as well.

I opted for Melling VS1120 springs, less pressure than the 901's but more than 340 springs. With small valves and not crazy high RPM, I'm thinking they'll be plenty of spring to keep things in check.

Thoughts and input are welcome. Thanks again to everyone who has contributed.
 
ardentindustries said:
Being a business owner in the metal manufacturing world, I am dumbfounded as to why there is such a shortage of parts. Especially these days...there are specific equipment to make specific parts. Are companies too afraid to invest in said equipment? Is there another shortage somewhere? Crazy to me to hear of these backlogs and delays.
Click to expand...

As a business owner at this time i keep enough stuff in stock for about 2-3 weeks tops, used to keep months worth in stock. Not taking the risk with how things are going now. maybe in a few years we will go back to keeping more stock.
 
Garrett Ellison said:
You had talked about having the heads surfaced, a .030 cut with a matching .0285 intake flange cut on the head. This will give you about 6cc of chamber reduction with your 675 heads.
Click to expand...
Thanks for this info. Wasnt sure how much it would really change. Still doesnt make a huge difference in compression but a little better for sure.
 
ardentindustries said:
I've read and read and read. Every time I think I have my mind made up, I read something else that makes me question my decision.

1968 318, stock bore, rebearinged and beringer. Pistons are .070" in the hole.

Factory 675 heads, with extensive porting (dont ask...I know, dumb decision but it was fun...for a bit). Stock valve sizes (maybe bump up to 360 valve sizes of the machine shop says they need to). Will have them decked .020-.025", though that is negligible in compression I'm sure.

Edelbrock Performer and 600cfm 4160.

I've been all over with camshafts. Knowing the low compression, I've looked into LSA and duration for helping the compression issue some..
but again, become confused and second guessing rather quickly.

I'm looking at a hot street build...nothing race only and not totally trying to set the world on fire (it's a 318...). One the other hand, I'd like to see what kind of performance I can get out of the ported factory iron heads.

Am I overthinking this? I do everything else so likely so...

So far, I've considered:

340 Cam grind

Melling 23203 (this seems decent but then there's the "that's 40 yrs old" mentality)

XE256H

Howards 711381-10


Can anyone shed some light on what I should look for based on the factory heads being ported so heavily? Not usually the way people go, yes I should've just bought some aluminum heads.

Thanks in advance.
Click to expand...
Both of the two camshafts that you listed are great choices.
 
1745455227657.png


Tom
 
Wait! Your pistons are 0.70 down in the bore, something is wrong with that math.

Personally I would not have spent a dime on that motor and bought a decent 360.
But that’s just my opinion.
Good luck with whatever you decide to do with your 318.
 
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