Mike Jones spec'd me a cam in the past and he put it on a 112* lobe sep. I had a cam on a 112 before and that 408 combo couldn't get out of its own way. Replaced it with a cam on a 108 and it was day and night improvement. I will take you up on that Cab. Thanks for offering.

I bought a used Mini-Express and lifters for a good price, and sent them off to Schneider Cams for restoration of the lobe taper and the lifter bottoms.
They measured the cam at the advertised .654 lift and 278@.050. The original lash spec I think was .024/.028 with 1.5 rockers, which is only about .630 net lift (before pushrod flex, etc).
After regrinding, it measured out at .652, 272@.050, and they recommended .018/.018 lash. So there's now .634 net lift.
It has a 107 LSA and I put it in at 105.
Moderately intimidating idle in my 451 at 1200 rpm, 8" vacuum, 27 degrees idle timing, and it absolutely hauls ass above 3000 rpm. It's very useable on the street with 3.91 gears and a four-speed. Haven't found the high end of the powerband yet on the street!

Anyhow, everyone who's tried the Mini loved it, and it's a lot cheaper to install than a full roller setup.
As the Direct Connection used to say, "Comes very close to roller cam performance at about half the cost"

Never heard of this Mini-express til today. Who made them? Whats the lobe sep on yours?

Howards makes all the cams for Hughes.
Anything you see Hughes sells is in the Howards catalog and available to be made.

I don't know who ground them for Mopar, but it was Direct Connection/Mopar Performance part number P3690588. My post says LSA 107
It's pretty similar to a Racer Brown mushroom.

There was also an even bigger one, .690 lift with 328 seat duration (mine was originally 316, now 312). Don't know the .050 duration.
The DC Engine bible said it made 10 hp more than the .654 but "does lose some low end torque".

I seen their lobes on Howards.

Mine in the 512....

Your bobweight is lighter than mine. I'm, at 2100. In your vids i noticed your engine revs super fast. That is a badass cam with 196* duration at .200". I do less than 1000 miles on the street per season. Do you think that cam would be an issue on the street? I still need to research Bradh posts about victor install height limits to see what kind of spring i can fit. I would want that cam on something less than 110* with my heavy 3400#.
One other thing. Do you have a timing curve in it or locked out and what at total?

Doing some figures i would have to switch out my 1.6 rockers for 1.5's to make that fit.

I am confused with all this is it "ok" for the street. The 511 I built with the 280/284 at .050 fires right up when cold (got to keep it running for 30 seconds or so to put a little heat in it initially) idles, stops, drives around and even gets driven locally on the street. It 60's in 1.30's with 4:10's and gets shifted at 6500. To me street-able has nothing to do with the cam (unless your talking daily driver). It only has to do with controlling detonation on pump gas. If you are willing to run any fuel available, cam has nothing to do with it. Everything starts runs drives. I've seen blown alcohol on the street.

Your bobweight is less than his. 2100 vs 2209

I read his bobweight as 2060. I'm not concerned about street manners as i have manual brakes and steering. Its basically a race car with a full interior(5500 stall). I'm concerned with spring and roller lifter longevity on the street and looking at his specs show a very steep ramp. Not sure that i can make his cam work with my limited install height. Could do a custom grind with less lift and on a 108, but not sure how that would affect the performance characteristics of that cam. How much compression in your 511?

Lift and duration have little to do with it being "street able" or not it's the aggressiveness of the lobes that dictate that and my .680.660 Isky has the most aggressive street lobe available at the time I bought it years ago.....

Intensity at the start of the ramp and up somewhere around .150 tappet lift would be the acceleration, or highest load area of the cam. Comp used to sell a 268 @ 50 hydraulic with .540 lift. I believe it was based on a .842 sbc tappet diameter. I used it to go 10.15 at 131 mph in a 475 cube motor with unported 440-c heads, 3180 race wieght running a lowly 750 holley methanol carb. So a super agressive cam isn't always needed to produce some decent power. I shifted that motor at 5800 or 6000 rpm. Ran the same.

I see, so the intense acceleration is not up at the .200 lift area? Glad to be corrected on this. So i should be looking only at the seat duration to the at 50 to measure the intense acceleration. So here's a comparison of Doms cam and Dragula.
Dom Dragula
Seat * 306* 299*
@50 274*=32* 270*=29*

I have be under the impression that the faster the valve lifts off the seat there was some performance to gain with this. Like when some switch there 1.5 rockers for 1.6. Not only do you gain speed opening, but also lift as well. If lifting the valve quicker off the seat is a performance advantage, then Dragula would have the better of the 2 cams in that aspect?