Mike, it's a comp cam right?

What are the lobe numbers?(the grind number)

Edit: probably 1817/1964.

What heads are you running?

Koffels like cam ground on 111 to 115 LSA, depending on which heads, C.I. and so on
My thinking is the wider the LSA on a all out drag race motor the higher the peak HP RPM will be, am I correct or not on this or not

Dwayne it is a Comp Cam. Grind # "BMBB 5R" ,part # 23-000-9.
Running 572-13 CNC heads.
Mike

If you look at the intake opening and closing points, and the exhaust closing point, they will be the same as a cam with
283 int 283 ex, and an lsa of 112.25. A cam with more exhaust duration needs a wider lsa to keep the same number of overlap degrees. With 11 degrees more exhaust duration, you have to widen the lsa by one fourth the difference in intake and exhaust duration to keep the same overlap degrees.
So i look at cams as being straight up if i do that math and set them with the new number. I am not sure where i would run the cam in your motor, but i have a 285 / 296 /114 lsa cam and i run it at 110 installed.
That would be 1.25 degrees advanced IMHO.
The exhaust opening point is earlier on a cam with more exhaust duration because high compression motors can tolerate it. Much more of the power production is already done sooner when you have 15 to 1 compression.

Well.......”IMO”(which is all it is without testing the theory).......there is likely some power/performance left of the table with that cam, in that combo......especially in a heavy car........and even more so if it’s a footbrake combo.

How much power? Who knows.
Maybe not even enough to justify a change.......but I’m pretty confident there’s a cam that would be better in that motor and car combo.

I just freshened up a set of 572-13’s that came off a 588 from a well known mopar engine builder that had already made pretty big numbers on the dyno. However the owner wasn’t thrilled with a few aspects of the way the car performed, so I made a few changes to the heads and he had a different cam done for the motor........and we’ll have to see how those changes pan out.

Dwayne, care to share your thoughts on what you think the changes, both heads and cam, should be ?

I have no idea how the OP's heads are prepped, or what they flow.......so I can't really speak to what I would or wouldn't do with his particular heads.

What I can say is that "generally" the 572-13's are a bit weak on intake flow(compared to something like a B1) til they get to about .450-.500 lift.
The ex side of the head is usually pretty good.

So, "I" would probably run a more aggressive intake lobe than what I think his cam uses, run less split, and a tighter lsa.

But, both the previous cam and current cam have been speced by builders who have more experience with that type of build than I do.

I feel like it's pretty hard to really evaluate two different cams without a trip to the dyno.
Sure, ultimately it's how the car runs that really matters...... But there are also way more potential things in the car that aren't working as they should, that could hold back the performance and not allow a better piece to shine.

As I said previously....... I doubt whatever I might have come up with would be much different in terms of power.
It's not like the current cam is out to lunch...... Any change would be more like a tweak.

If you look at the cam tests Andy has done with the 470's, you can see its pretty difficult to make a big change in power by changing the cam, if the current one is close.

Here's how the cnc 385 572-13's I had here compared to a couple other heads through .600 lift.
All tested on a 4.500 bore:
Intake port only-

A- cnc 385 2.350 valve
B- cnc 345 2.250 valve
C- original b1, mild port, 2.300 valve

Lift------A----B----C
.100---58.9/ 74.8/ 73.7
.200--121.2/157.6/148:8
.300--188.4/218.4/219.6
.400--253.1/277.5/284.2
.500--312.2/329.8/338.4
.600--370.0/360.5/375.6