I want to throw together a low-buck street motor for my '71 Dart. Already have a Barracuda with a 498 stroker, so I'm not looking for a street beast. I'd like to throw together a cheap, respectable street engine.

I just pulled a good 5.9 Magnum from my totaled '95 Dodge B2500 - it ran great when it was crashed. I've already got an Edelbrock 7577 air gap intake and I plan on running a Holley Street Avenger 670 carb and inexpensive headers.

I'm looking at a Hughes SER1822 cam (110* lobe center, 539/549 lift, 218/222 duration) with their #1110 springs. Installing a bigger Hughes cam would require removing the heads for machining to fit bigger valve springs.

My goal is to run the stock untouched long-block with the exception of the cam swap, all in the name of cheap fun. Has anyone here used this cam in a stock 5.9? shruggy

The MP 380hp 360 crate motor was essentially a stock long block with an M1 4bbl intake, MP ignition and a cam swap. And that cam was a whole lot milder than the one you are looking at.

http://www.hotrod.com/articles/mopp-0303-360-crate-engine-buildup/

Hughes whiplash cam and matching springs, retainers. No machine work needed on stock heads. 222/228 107 lsa 104 icl. .544/.544 with stock 1.6 rockers.

Bone stock short block, bone stock heads. M1 single plane EFI intake. Mid length headers. The truck put down 285 rwhp. At 4000 lbs it was running mid 14s with 2.2 second 60' times, tripping at 96-97 mph.

I added Edelbrock heads and changed nothing else, dyno'd at 325 rwhp, low 14s with the same traction limited 60' times and at 99 mph now.

Idles at 9" but brake booster is happy unless you're rapidly pumping the pedal. Strong off idle torque, all done by 5500 rpm

A great street cruiser cam.

It's not a low mile engine, so I was leaning toward the Whiplash to increase cylinder pressure. But they suggest their 1129 springs for it. What mods did the heads require to use the 1129 springs?

The engine was in a package delivery van that one of my drivers used for 2 years before it got totalled. My employee who was driving it is a Chevy fanatic who has a small block Chevy truck he is always bragging about. I also have another employee who has a small block Chevy in a 73 Nova. The point of this exercise is to compete with both vehicles using this "junkyard" 5.9 Magnum.

They must have changed something then. When I bought mine, they called for the 1110 springs

I am running the LA whiplash cam in 2 different motors. First one is in a 360 that I circle track race and I was very impressed with that cam. After getting the results from the 360 I put a whiplash in a LA 318 that is now in a shortbox 4x4 pickup. The 318 was nothing more then fixing the head problems it had, new gaskets and a performer intake. The pickup has recently been put on the road and I have to say the 318 if FUN.

Hughes states very clearly in their catalog that the Whiplash cams are not for stock compression Mag engines, that one should go to either 110 or 114 LSA.

The Whiplash camshafts are designed for sound. This means a pretty rumpty idle, but;
You said MILD in your subject line.
I'd look at the Hughes 0814 hydraulic roller on the 110LSA which is pretty close to a 340 cam in valve events but with higher lift.

OR, I'd suggest finding a 318 roller cam from an '80s motor and having Bullet regrind it with their 209 degree at 50 .316 lobe lift lobe. It's a single pattern cam and the LSA is 110.

Theoretically I like a single pattern camshaft on a Magnum head because the exhaust is going to be all right without crutching the engine with a bigger exhaust lobe. The Mag head is better than all LA heads on the exhaust side, except for the 308 heads.

R.

If the specs of the cam haven't changed and you ran the 1110 Springs with no issues maybe I should consider possibly giving it a shot? Hmmm...

I just looked. They definitely changed the cam. When I bought it, it was a 222/228 107 on a 104 with .544 lift

Now it's a 223/237 107 on a 102. Lift is .549/.576

Call and ask for the 'old whiplash specs'.

The reason they don't recommend them for Magnum engines is because of the increase in cylinder pressure. I don't think I've got too much to worry about, with nearly 200,000 miles on the engine more cylinder pressure would be a good thing.

The other thing is that most magnum engines are in computer controlled EFI vehicles. It will NOT run very well without extensive tuning via SCT or other stand alone EFI. So they put a disclaimer out there to scare away inexperienced guys from tossing it into an otherwise bone stock truck.

Not true. The 380 hp 360 cam is more radical than the cam he listed.

MP crate cam 288* / 292* roller. .501"/.513" lift (230*/234* @ .050)108 LSA

OP's proposed cam 539/549 lift, 218/222 duration@ .050, 110 LSA

Define radical.

MP's cam will fit a stock magnum head.

You will have to most likely trim the guides to fit the Hughes cam, kinda gets away from the LOW BUCK aspect.

Both will need new springs.

Probably gonna go with 70Cuda383's suggestion and have Hughes grind an "old" spec 5.9 Magnum Whiplash cam that uses their #1110 springs which require no modification to the heads. Looks like that would be the most fun-per-$$$.

A body? C body? stock converter? 2.94 gears? power brakes? Not enough info to really help,but I've done a bunch of different magnum combos.

The MP cam has 12 degrees more duration at .050 than the OP's proposed cam. And a couple degrees narrower LSA. More overlap, choppier idle.... IMO more radical. Less lift? yes. Milder? no.

And Moparts cam selection keeps on following More's Law.

More's Law

If some is good,
More's better, and
Too much is just right.

When you could actually buy a 380hp 360, there were many complaints about lack of bottom end torque and low idle vacuum.

The Whiplash, Thumpr, etc are aimed at getting a particular sound without giving up too much performance. Your mileage may vary.

R.

That's also a good point. Power on paper looks impressive. Power on the street feels impressive. Often times, the lesser hp motor will outpull the one that puts down a larger number on paper.

That's why it's important to remember that with non-variable valve timing, you will have about 4,000 RPM power band. if motor A makes 300 ft lbs of torque from 1500-5500, you will max out at around 300 hp. If motor B makes 300 ft lbs from 3,000 to 7000, you will make about 100 hp more. But motor A will outpull motor B on the street 9 times out of 10. (That 1 time it does, it's because the car is set up for it with steep gears, loose converters, and manual brakes... a combo that most will call 'race car and not street friendly' because you gotta give it 3,000 RPM just to 'idle' through traffic.)

Some years of the Magnum 5.2 cam are a bit more intake duration and produce a peak HP in the 4400 to 4800 rpm range versus 3800 to 4000 for the 1994-1996 Magnum 5.9 camshaft. The Ram 1997 camshaft changed, and the 1998 5.9 Jeep Cherokee camshaft may also vary.

For the street do not give up idle vacuum

Comp cams 264-HR-12. 210/220-.480/.480 112 lsa with their 901 springs👍