Comp 324, .650 lift solid cams. Do you use,like'em?

Low end with this cam is really pretty good for such duration numbers, I've had 1.25 60's with a 8.20 SLR on a carb. Of course the 60 numbers are very dependant on chassis and convertor which must fit the cam/engine combination. It is a good cam, off the shelf, it can get you there without all the crap, if you are wanting to tweak out the most, you wouldn't be talkin' a flat tappet anyway, its a very good and fast bracket cam without question, but as always its the combination and all components are important.

Hope no one minds bumping this older conversation.

If two cams have duration 324 and 305, and both lift 0.65, the second one seems more practical. If we don't plan to rev high, or put high mileage on the vehicle, some of us want to stay with solid tappets, ruling out solid rollers. But those rollers could help in low rpm torque. I suppose they can ramp up faster. An example is 23-706-9 --- duration is only 263.

But for solid tappets, has anyone tried and preferred the MM305 cam with an add'l 4-6 deg advance? Even if the rpm range came down only 10%, that would still be appreciated. I think the MM305 p/n 23-630-5 sweet spot is 5000-7500. For most of us, that's a bit high.

I'm trying the 305 instead of the 324 in the new motor. Other than the internals...the motor should be pretty close to what I had before. I should have some results in a few weeks.

Yep loved mine, although my motor wasn't really what you'd put a cam that big into>

440SP stock block+.030", approx 9.8:1SCR
stock 906 heads to start with
Team G, 850DP, 2" f/wells
4.88's- 14x32 tyre
L-bars/coil-overs
A1 4800 verter
best 11.23@118

added ported (258cfm) 906's 2.14/1.81, HS roller rockers
best 10.7@125
this was with my '69 Cuda between 1989/1990

Cam ran great, no issues, ticked over at 900rpm really smooth, pulled like a train from around 4000>....I probably would've gone quicker with a cam with an earlier closing intake though for some more DCR/CP. Its definately a classic cam which worked but I would think there are cams that make more HP these days as in split pattern designs etc.

I have used that cam for decades
It was designed to work with ported iron heads as there was nothing else at the time--the thing is is Really works with Indys and better heads
The thing about that cam is WHERE it is installed at
We always had best results installing at around 101 in a 440 CI and 105 in a 500 CI
Now granted we always ran 1/8th mile for the most part but if it is retarded it does not show what it really has to offer
It is THE base line combo for a 440 or 500 CI with Dash 1 Indys--just darn hard to beat and...you have NEVER been in a car that sounded better
First one we ever fired up we switched off right away knowing we had plug wires mixed up--found out it just needed about 5000 RPM to "clear out"
It is an amazing piece --you have to try one at least once
The cam needs lots of spring pressure and Titanium retainers are a MUST--break it in....then up your spring pressure to at Least 150 seat the more the better
It will pull the slober out of your mouth in second gear and high gear is a stunner first time you really lay the wood to it! The sound this cam makes all through the run is just simply stunning!
WHERE it is degreed at makes all the difference--folks that did not like it had in in wrong--out of the box you may have to advance a LOT to get it to 101 or 105 even..leading you to think something is wrong but let me tell you what!!!!!!
Don't quit running Mopars until you have experienced the beast sounding cam of all time
Don't forget the compression more is better

I ran the Comp MM305 0.650"/0.630" cam for years in my 511 CID and loved it. The intake lobe is more aggressive then the old Comp 324 deg 0.650"/0.650" and I think it makes more torque and great horsepower. I ran it installed at 106 and also 109 and didn't notice much difference. I limited my shifts to ~7,200 rpm, mostly shifted at 7,000. 5,600 rpm stall converter and 13.5 CR.

Jim I'm hoping to pick up a bit with that cam over the 324. I'm approx 12.5:1 shift at 6500 and have a 5800 stall.

It's a big-a$$ old-school sft cam that runs a lot of lash (wasted lift and net duration). Sounds "Totally wicked!" at idle... but it's not the secret weapon cam IMO that some folks I know have claimed.

The last two people I know who ran it stuffed 'em into moderately hot 440s and ran 11.0s (in an A body) and 10.7s (in a more serious street/strip B body). Considering that I was running comparable -- or faster -- times with cams about 25 to 35 degrees at .050" smaller, their choice didn't make much sense to me.

I agree with that, I probably would've run as fast if not faster with less duration especially with my mild 446SP under 10:1 motor. However, even at that low SCR, you can see that going from stock 906 heads (approx 215cfm?) to 258cfm 906's netted me nearly 6/10ths and 7mph, now if I had the money to get those heads seriously ported to say 290>300cfm whats to say I couldn't have run down to low 10's@130?.....and I was only using around 6500rpm....that cam worked very well, just wish I could've thrown more at it to see more of its true potential.

did any of you guys run this on the street,if so how was the manners

290@.050 on the street...
Why not just weld the valves open and save money on pushrods, springs, rockers, etc

Might be streetable in a 540 or 572 inch engine. Even then you would most likely need a lot of rear gear since the low end torque is going to be missing.

I`m 276-281 on the street no issues at all and only 470 cubes...............

276 is quite a bit more docile in a 470" than 290 would be....\ I guess it all depends on what your definition of "streetable" is, as Bill Clinton might have said





Doesn't sound like something I'd want to spend much street time in, unless your stoplights are 1/4 mile apart and you have friendly law enforcement! Listen to Andy, he has a lot of experience...

276-281 @ 470 cubes is a joy ride to say the least however till YOU drive one you can only speculate and Andy has knowledge for sure but mine again is on the street and track w/good results not in a dyno cell where the pulls usually start past the hardest carb tuning which is idle, transition and cruise. I will go much bigger next time around............

Hey, it's your car, overcam it any way you like!

For the guy who asked, though, keep in mind that almost all street driving is done below 5000 rpm... 'course it'll sound really bad-ass though with all that lope...

Something alot of people seem to forget. Just like it' great to have heads that flow 400 cfm... but not when the velocity blelow .5 is like the mild breeze coming off a singer sewing machine at full boogie.

Right now I`m undercammed............

As far as I ever tell anyone, I'm ALWAYS under-cammed...

I run that cam in my car with the minus 90hp crossram, it's bad a$$ 272/276 620 lift. should run in the 9's easy with a single plane and dommi

run that cam in my current ride. 68 dart back half 4 link. have used it in lots of bracket motors. always find myself slowing car down, less launch rpm, turn shifter down, to stay out of the nines. is a bad mofo. years ago muscle motors said that advancing that cam
, like icl@ 99 will just make it faster. over the next winter during a freshen up I tried it. I chickened out when I got to icl@ 101. sure enough car picked up a bunch in 60, 330 and 660. had to slow car. that cam ia a oldy but a goody. got a deal on a 660 lift roller cam swapped it in and gained zero. your results may vary. I put the 650 back in.

Sounds like another candidate for Keith Dannuck to do a cam shoot out with.
Get a "suitable" 500"-ish motor to try it in, and have a few others try and supply something that makes more power.

I've never used one in anything myself, so no personal experience with it.

Well putting one in a 10 to 1 motor regardless of CID is nuts. They need compression and converter to work.(big shock there)In stock head and the smaller aftermarket heads they work very well.(eddies, sidewinders, stealths) We still use them pretty often in a bucks down build. Yeah you can drive them on the street (yes I have) but you might need some Excedrin when you arrive at your destination....Not saying it cannot be beat but you will be up past your bedtime if it is used correctly. The larger port Indy and Victor stuff like it but there are some better options. They do like to be advanced even down in the 100 to 102 range. (sorry never pushed one past about 101). Probably sold a hundred or more by now.....Todd

These are the numbers I measured on both cams:

MM305 S: 305º/320º@.020", 279º/287º@.050", 197º/200º@.200", 143º/143º@.300", 112º/107º@.350", 0.433"/0.420"
324/324: 324º/324º@.020", 290º/290º@.050", 200º/200º@.200", 145º/145º@.300", 112º/112º@.350", 0.433"/0.433"

The new MM305 S cam has a more aggressive intake lobe, with less duration at 0.050" but the about the same at 0.200" lobe lift.
The exhaust lobe is not as aggressive as the intake, very similar to the old 324/324; perhaps more stable from a valve float perspective.

Any one have a sound clip of the 324 at idle ?

I don't have a sound clip but I can still remember from all those years ago when idling waiting to enter the water box@900rpm on my all iron 446ci, you could almost count the cylinders as they were firing, that motor made 529fwhp with that cam and it was only around 9.8:1 with nothing special BV 906 heads with a stock 440+6 bottom end and a crappy team G and an 850DP, best part in that motor were the HS roller rockers....

As best as I can remember from listening to the BB Duster parked next to me in the pits one day: "RUMPity... RUMPity... RUMPity..."

This cam was designed for big motors with crap heads. I had a 535 with 906 heads on it. About a perfect match.. stall it to 5,000, shift at 6000, maybe shorter . I would like to know what the running duration AT THE VALVE is at full lash. I bet it is a ton shorter than a guy would think.

I’ve never used one........ and I can’t imagine actually building something with the parts that are easily accessible these days, where that would end up being my cam of choice.

My understanding is they were designed at the request of Herb McCandless specifically for high CR bracket race 440’s with ported stock heads for guys who didn’t want the expense of a roller cam.
(I see this thread in ancient....... and that this was already mentioned years ago).

They’re probably fairly well suited towards anything in that vein, as in....... high compression, race only, small heads.

Yeah I'm actually old enough to have talked to McCandless about this cam sometime back in the 80's or early 90's. I don't think I ever bought one from him but I might of. I did buy a few of the mushroom tappet cams from Herb. He didn't want to sell those mushroom tappet cams to me. Said they weren't any good and told me to buy the 324/650 instead. I was building a "high tech" stroker engine using a welded crank with 383 rods and ported 906 heads. That was the good stuff back then. After I finished up that project Mopar came out with the Stage VI head and that was the writing on the wall for the big flat tappet cams.