The 6401 has similar (almost exact) .050 numbers, but they advertise the seat duration at 298/303, which does seem rather large, but they used to rate it at 282/292. Not sure if they actually grind it differently (all the other specs are the same) or if they are rating duration at a lower lift (I think .006 is the norm?). I thought I read that it's the same cam that Crane used to sell called the 280/290 HP (the 282/292 specs seem to fit that), anyone know for sure?

my understanding is that it's either an old General Kinetics grind, or an old Melling grind.
That series of lobes used to be available for just about everything from Wolverine(which I believe was owned by Crane at one point).
They started at 184 @ .050 and went to 254 @ .050 in 10 deg increments.
In the Speed Pro catalog, the 224/234 lobes(in various different applications) are listed as 298/308 @ .006, which is what many(but not all) cam grinders use as a checking height for hyd cams.

the summit 6401 is 280@.006", 224@.050", 134@.200" on the intake lobe. 290@.006", 234@.050", 144@.200" on the exhaust, 114lsa with 2 degrees of advance ground into it. smooth idle, very good low end and probably 4800-5000rpm max on a stock 440. the high advertised seat timing numbers include the ramps. i believe the elgin e-988p, and clevite 229-2034 are 112lsa/5 degrees advance versions of the same lobes. i think one of the latter two may be my next driver cam; if i can find one.

the old hughs/engle 2330 is a engle k56 intake lobe and k58 exhaust lobe. the intake is 274@.006", 224@.050", 138@.200", .507 lift at the valve with 1.5 rocker. exhaust is 283@.006", 230@.050", 146@.200", .515 lift at the valve with a 1.5 rocker. this would be a good exhaust manifold cam ground somewhere between 112-114lsa.

Pm sent to the OP.

Lew, didn't you go 13.0s at 108 ish with the 2330 in the RT? 2.0 sixty ft, 3.23, stock vert, 4000 lb and pump gas? Man, it's be a long time.

108 yes. et's were crummy due to wheelspin, 13.20's, 2.30 sixty foots. i had a fast curve distributor in it, by accident, and it made too much low end power. i used to use a slow curve to help drive the car out. 4060lbs, 3.23, t/a radials, 9.3:1 compression, stock type exhaust. i only made two passes on the cam. should have worked with it. my cam had a 110lsa and quit making power around 4300rpm on a chassis dyno. 112lsa or 114lsa would have been better. i picked up 38hp at the rear wheels with this cam and a home pocket port vs a stock head and 272-.455 mopar cam.

the mopar 272-.455 went 3mph faster than the comp cams 268/276 magnum. in fact the stock cam ran better than the comp cams.

a cheapo summit 6401 with a 1.6 rocker would have decent area under the curve, about 150@.200 at the valve.

we used have fun with these stockers.

Lew, were those numbers you posted for the Summit cam your measurements?
I figured someone had to have measured one up at some point.

Have you ever measured the MP 272/455 cam?

yeah i'm curious about the any older MP cam measurement at .200", just curious if they have fast ramps but just don't have alot of max lift...
if there are duration at .200" lift it'd be nice for comparison because the comp cams master cam catalog has the same measurements too.

One of my customers is putting together "stock" 440-6, but wanted a little more cam.
I think it's going to get a Howard's 720141-12. 279/289, 225/235, .490/.488, 112lsa.
It probably won't get dynoed with ex manifolds though, but should still be interesting to see how much it makes. Trw L2355's, reconditioned 906's(no porting), stock valvetrain.

yes, i measured the summit 6401 cam. i belive it to be crane 280hp/290hp lobes. the mopar cam that i measured was 274@.006", 224@.050", 128@.200", 112lsa, 2 degrees advance. it's too bad that mopar didn't try a cam with the 272 intake lobe and some kind of 280ish/.480"-.490" exhaust lobe. i've also thought about having a comp cams 276/.474 intake lobe with their 284/.474 lobe for the exhaust made with something like a 112 or 114 lsa.

in my opinion it's unfortunate people won't embrace the quench dome pistons with those open chamber heads. there was a pretty neat set of arias forged quench domes in the for sale forums last month. lighter pistons with good quench. i know the engine i've referenced here went a little quicker with kb184's vs a trw 10:1 flat top.

Tons of good info here for low buck guys....and street friendly guys that want some grunt.

THANK YOU ALL ...

I'll post some more pics of the set up soon.

I'm interested to see what it makes, can you let us know when you dyno it? Do you think it would make more power and torque than Bob Ks cam? I've seen some numbers floated in the 435-450 HP range from that cam, which frankly is pretty hard to believe through manifolds, but the ETs seem to back it up.

Lew, I agree. I would only use those trw's if were a class requirement. These guys are restoring a Superbird and initially wanted the motor to be as correct as possible. Then they decided they wanted to try something with a cam.
I would have much preferred to use some quench some pistons, and I would have done a nice bowl blend to the heads as well.

A Comp custom Ive used several times is 279/287, 227/235, 479/489, 112 or 113.
With a pump gas quench dome 440-6 it's made around 460hp through magnum manifolds. That motor had some nice bowl blended stock valve size 906's on it.
The Howard's is real close on paper so we thought we'd try it.

something i've been doing for the past several years is study advertised cam lobe profiles from different grinders (street flat tappet stuff). some grinders have lobes unique to them, comp cams as an example. but, there are some where the same numbers or very very close numbers keep popping up. some advertised stuff is just no more than that. if you can i'd like you to verify the .490" intake lobe lift on that howards cam. thanks for all your info and patience with us shade tree mechanics. i will look at those comp profiles in my master lobe catalog.

430-440hp may not be a great feat. BSB67 had one that was probably 430-440hp, mine was probably in the 410 range. parts selection depends on whether you want pump gas and drive anywhere (this is me) or if you want to take it to the limit and leave nothing on the table.

The power potential amazes me with such a mild cam and manifolds vs some cammed up engines with more headflow and headers. How do you think the same engine would fare with OOTB RPM or Stealths and headers being the only change? Could it push 500 horse or would the mild cam hold the potential back?

And, if you remember, when I was running those numbers with the MP .455 cam, that was with my old compression bent exhaust with 2 1/4" full body mufflers.

yes, and that was 20yrs or more ago. what if we knew then what we know now?

The logic is pretty straight forward:
You need more exhaust valve open time to purge the cylinders, but it's got to be added to the opening side (earlier BBDC) to avoid too much overlap = wide LSA.
The intake duration is based on how fast the engine turns (duh), and the ICL on the static CR.