Actually there is a good reason to run more lift than your heads max out at.
If you put in a .450 cam, you get max flow for the millisecond the valve stops and starts to close.
If you went with say a .500 cam you get max flow from the time the valve hits .450, goes to .500 and back to .450.
Somebody like Dewayne can perform the sorcery and witchcraft required to put the duration, LSA, lobe profiles etc where it can make the most of your cylinder heads and put the torque curve where your application needs it.
Kevin
This is what I thought too, but an experienced head porter told me it isn't the case. He said in almost all cases once the port hits it's max flow any additional lift can cause the flow to be turbulent or stall.
"Follow me the wise man said, but he walked behind"
'92 D250 Club Cab CTD, 47RH conversion, pump tweaks, injectors, rear disc and hydroboost conversion.
'74 W200 Crew Cab 360, NV4500, D44, D60 and NP205 divorced transfer case. Rear disc and hydroboost coming soon!
2019 1500 Long Horn Crew Cab 4WD, 5.7 Hemi.
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