John,

Thanks, I think there was more in the Dart that day its too bad you drove half way across the country(Pouring rain)to get there just in time to make one time trial run and make it count!Won the shootout also I believe, congrats and hope to see you at Martin!

Wayne,

I hear what your saying about camshafts and your right diffrent cams for diffrent apps, Bobs is the best I've found for a stock combo with the stock torque converter. IMHO I dont believe if you throw more lift and duration at the same combo it will ET as well! I dont believe it will idle as well either, 19 to 20in. @750-800 rpm!Thats in my engine!
Wayne, does Ray Barton grind SS/AA cams and advertise lift and duration on his website? Does Dan Davorak grind Max Wedge/Stock eliminator cams and advertise on his site? How about Tri City Comp. no advertisement there either? Maybe Don Little??? No Not on his Homepage???Maybe thats the reason Bob doesnt post the numbers??? Summit Racing or Jegs does advertise lift and duration for around $49.99 or something like that, (Just Pullin your tail as my son would say) Bobs helped me many many times over the years and others by this post and I know he would never never look down on anybody thats why I posted.Mr Six Pack is genuine Nice Guy as Mike has said and his goal in all these years of doing this is to help make the Mopars stand tall and run the number! See ya at Martin in the rental racer?

Brad,

Bob designed his cam to as close as posssible to the original 69 440 low taper design six pack cam, it is not a low taper but as close as he could make it to the original with what cores are avail. Bob did measure and try to duplicate his cam to the 69 cam. The question you asked me Yes, I did compair and measure Bobs cam also to my six pack cam and I also compaired a (about 98/99)version of Mopars Resto cam and a Crane Resto cam all to each other, I believe that the crane and mopar were one and the same even the paint stripe on the core was the same, I sold both of the Resto cams after that, a couple of years later I had the chance to look at a Comp cam resto cam and it was simalar to the Crane cam, nowhere near my original. Thats all that I've checked I know there are others but I havent went further.
The whole reason that Bob even made this cam was because his orignal was getting worn and he could not come up with an identical replacement he wasnt trying to become a Cam Company, he just needed a duplacate to his orignal cam, the resto cams that he used never ET as well as the orignal low taper cam so the cam he has now is as close as can be made now, he started selling the cams because all of us locals wanted to run one after seeing his track performance with his car thats why he started selling them. The cam thats in his car is the same one he sells to the guys that race with him, I've checked that also, helped him tear down and certify and the cam specks have always been the same as the one he sells,in My car, Jims Bee, Steves car, Jim S car and all of the others.

One of our Friends once said Bob will help you to beat him on the track, thats the kind of Person he is.

Thanks Guys, sorry its too long

Paul M Petcou

/quote/ The whole reason that Bob even made this cam was because his orignal was getting worn and he could not come up with an identical replacement he wasnt trying to become a Cam Company, he just needed a duplacate to his orignal cam. / quote/





"So what was his original cam" ?

profanity reference deleted

I thought the design of the original six pack cam was more of a durability change. I read because of the Hemi valve springs there were some wear problems in the durability testing so they designed the low taper setup to fix those issues. I was always under the impression the specs were the same as the 440 Magnum cam.

Do I need to buy one of these cams soon as it might be a couple more years before I get to my A12 and Bob is no spring chicken?

I've held back asking but it'll bug me if I don't, what does the 'low taper' mean?, is it the ramp design, or does the face of the lobe (where the lifter smears across) have a taper to it? Taper on ramps? Less contact area, lobe vs. lifter base? Please.

The taper is designed to allow the lifters to rotate/spin in the bores. Danny is correct in that from my understanding, the higher spring pressures involved with the A12(specially selected cam), it was found necessary to reduce the taper for increased longevity. The cam speced out like a 440-4V cam, and of course, had a 3 bolt timing gear.

As far as Bob is concerned, who cares why he wants the specs to be proprietary. As has been stated before, it is a simple task to spec the cam out, and if you really want to know and you don't have the know how or tools to do it, I would be willing to bet that any competent machinist would be willing to do it for you. The cam is a proven design/profile. I didn't get a chance to see Bob's "posse" at Martin, but the reports are that the cars were running particularly strong. I have a certain long term respect for the guy, watching him duke it out with Jim Mino and his 68 'Bird in the old days. I was running a Pontiac at the time and was amazed at how well he got that Bee running.

I gotta laugh at some who have said Bob is in it for the money or that the cam is "twice that price that it should be". With the amount of handholding the guy does, it's probably priced too cheap.

Merry X mas to all!

Mike

Mike, I want to bring up a few points that I think are worth clarifying for some of us. I think we previously established here that the 69 A12's had a standard 1 bolt cam and the nylon tooth timing gear with street hemi (black) valve springs. The 70 and 71 cams had the roller timing chains and I don't know if they were 1 or 3 bolt cams? Now I don't remember seeing this disputed in previous threads regarding the A12 cam but the A12 cam was not advertised as the same spec as the 383/440 HP cars. The A12 cam was advertised as 276-292 54 overlap (look at the 1969 Plymouth tells it like it is Sixbbl ad). The service manual lists a 383/440 HP "Power Pack" B-Body cam as a 268 284 46 cam (with red colored valve springs) The 383 Cuda's had yet a slightly different specification than the "Power Pack". The six pack's 292 exhaust duration would definitely give the A12 more rpm's, more torque at higher rpm's and the springs would help prevent valve float. The hot aftermarket replacement wedge cam of the time was the "Hemi" grind which had a 284 284 specification and was typically available with 3 bolts. I believe this ultimately became Chrysler's standard "Purple" cam. The A12 did have the same ratio rockers but were a tighter fit on the rocker shaft (round hole vs oval) and supposed to be heavier duty... but the sixpack cam is different. My