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I hope you don't think I said the purple shaft cams are bad? I just was pointing out the design and application differences.
I have used the 284/484 in a 318, a 383 and a 440, and the 292/509 in a 360.
Some good points about the Mopar cams are they are inexpensive, and easy on valve springs, and usually have plenty of piston to valve clearance making them easy to install in nearly stock engines. They also make good power in their RPM ranges.

My point is most newer grinds are designed to have a wider power curve, and better idle quality, while making just as much or more power (even though you may need a dyno to see the differences?)

As for the engine combination, the 318 with the 284/282 was a mostly stock 9:1 compression engine with a Edelbrock streetmaster 318 intake and 600 cfm Holley, headers with thrush mufflers and 4.10:1 gears. The problem was my TransKing hi-stall converter broke, so I ran the '67 Coronet with the stock converter. Did I mention this was built around 1978-1979? The idle was very choppy, and with the stock converter the car was slow off the line, but at 3,000 RPM it rocked.
I actually won many races with that car because it took off so slow, it would spot the other guy a car length or so before it got into the cams RPM range ant ran the other guy down on the top end.
The 360 with the 292/509 cam was a stout engine using 11:1 compression pistons, ported heads, headers, Torquer II intake and 750 Holley. The engine was in a Challenger with a 3,000+ stall converter and 4.10:1 gears. As you can tell from the combination this one ran well.
The 383 with the 284/484 was again a mild, near stock engine with 9:1 pistons, Mopar template ported heads, weiand intake and carter 750 cfm carb. I ran it with both manifolds and headers.
This was my '71 Charger with 3.23:1 gears and a factory Hi-stall converter, but it would stall around 1,800 rpm. This engine gave me problems for quite some time untill I found a problem with the carb, but the car still needed a higher stall converter.
The 440 with 284/484 I built for a friend. The engine has 9.5:1 compression, ported heads,headers,converter, etc. The large 440 runs good with this cam, but with 440 CID it's hard to overcam the engine.

In the mid 1980's to mid 1990's I used some of the Crower Compu-Pro cams. These were some of the first cams to take advantage of the larger 0.904" tappet diameter offering faster ramp rates, wider lobe seperation, higher lift per duration, and using the split intake/exhaust lobe durations where the exhaust lobe was slightly larger than the intake lobe.

Since then I have been using the Hughes Engines cams or solid roller cams (various manufacturers.)

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