what are your thoughts on lobe separation with a 408 stroker combo I have been running 107 but was thinking of trying 112 with 13.5 comp indy cnc headed combo

JMO... but I have a 112 in my 405ci and I'm not trilled
with it... but part of it is the duration also

Lobe seperation is just a way of changing the amount of overlap the cam has without changing the cam lobe duration. With a wider LSA you could goto a cam with more duration and have the same overlap as the smaller cam with a tight LSA. the whole cam profile , duration, LSA, and ICL need to be looked at as a package to identify the opening and closing points of the valves in relation to the piston position, and those numbers will vary depending on application, compression ratios, RPM range, and the intake tract and exhaust tract flow rates (and flow velocity.)

If your not going to run a power adder leave the lobe centers at 105 to 107 and put it in at 102 to 104 on the intake lobe

thanks guys ,I think I will stick to a 108 l/c I will only spray 100-150 in it

Lots of old school thinking here for sure...FWIW mine are 115 and 117 respectively and they seem to make pretty good power. Both NA deals. I think lobe separation is one thing some of the old schoolers just seem to reject. Cannot tell you the last time I was at less that 113. From what we have seen it seems to be way less peaky power bands going with and increased lobe separation. But you can always just run an old purple shaft and wonder why some are faster....

Depends on your application and how good the heads are. I know the little 360 I built for my truck had 114 lsa and while it didn't have a lot of peak power, it pulled from 900 rpm all the way to 6000 and had a flat even powerband the whole way. Now I'm not saying the heads were good, because they weren't, but for the application, it worked. Wider lobe separation with good heads will carry the rpm further but may not get there as fast depending on the rest of the combination. Large cubic inch engines tend to like more separation than smaller ones. For a road race car I think I would tend towards the wider end of the spectrum. If I remember correctly on the twin cam mercedes stuff I messed with, the exhaust camshaft had the variable gear on it. At lower rpm it would move to increase the separation for a smoother, cleaner idle, but in the midrange it would tighten up, then once it got past the higher end, it would widen up again to carry the rpm higher. One advantage to multiple cams or cams inside of cams like the new viper v10. I plan on running in the 111-112 range with my W9 headed 408 for my challenger, but it's primary purpose will be road courses so the rpm variance will be much wider. If I was setting it up for drag racing, I'd throw in 106-108 to pick up the peak power and match everything else to that power range. If you like a powerband that's flat, go wide, if you like steep climbing power that drops off quicker, go tighter. Keep in mind this is general rule of thumb, the entire package determines what cam timing events are needed and only lots of testing will get it where it needs to be.

thanks guys nice info , I have been running 107 l/c 255/262 670/650 with 230 indys with 11.4 comp the car runs 10.90@123 mph and good 200 hit 9.57@142 with 1 3/4 pipes full system 105 octane stock block at 3500 lbs 780 moroso hp ,doing a new short with 13.1 cam will be 272/276 700 lift I think I will go 108 ,the gas will be less this time

LSA is useless without the total combo. What works in one will be a turd in another.

What kind of RPM are you expecting to run?

My experiences with N/A SB with stock type heads and with BB with the same conditions is that they both liked closer LSA, IE 106 to 100. My expereinces(dyno testing and at the track) is the closer the lobe centers and having the intake lobe centers advanced built more power under 6000 RPM. Once the the motor are modifed for higher RPM use then the wider LSA help move the power range higher up in the RPM range, above 5000 RPM. Of course when doing that you need a looser converter, diffferent gear ratios, trans and rear end, better cam, more lift and duration, and associated valve gear, bigger intake sustem and fuel supply and so on Ultimately speed costs money, how much do you want to spend and how fast do you want to go, HUH Al

Ian, my new grind pulls like a freight train with 106 LSA and 101 install. just got to get it to hook. I think most nitrous cams are on a 112 thou. if you don't spray it all the time i'd go tighter.

I just looked at my cam card and it says the lobe separation is 104 int./ 112 ex. How well with that work with NOS ? I would like to spray mine and make a 5.99 or better 1/8 mile pass.

I noticed a wideLSA cam likes lots of compression, convertor, and RPM, and real good heads. All things a typical 59 degree Mopar small block doesn't need or have N/A.

That said, shift recovery seems improved over a narrower cam.can't see any Benefit to a 112-114 stick with Indy, W5, W2, Eddie, ect stroker builds
Pro stock.... Sure

Funny you say that. My experience with wide LSA cams came from my time playing with Pontiacs, hardly good cylinder head high RPM cars. This was a number of years ago but most of their cams have or had back then wide LSA's. This is what got me to thinking of trying them in a Mopar and we have been very happy with the results.

Narrow lobe center stuff sems to be way peaky to me, or at least what I have had experience with. OH yeah I think most SS stuff is going to have a wide lobe center too.

I have seen the wider LSA's have made more power and gone quicker at the track. SB Fords, Pontiacs Chevys and Mopars. They seem to spread out torque as well so from my experience I will stick with what I have seen work for me. Of course a cam is only ONE part of the equation, to make a car run good numbers it is a combination not a magic part that makes the difference.

I think it is interesting to see what kind of results people get with certain combinations. Also would be interested to see how far they went to see IF there was a gain. Or if it was simply a cam swap and nothing else.