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That’s a question for the Sniper forums. I can tell you this, if I’m selling a cam to someone with that style of EFI set-up, it gets a lot less duration than what the OP’s cam is. I prepped some Indy heads and supplied a HR cam going on a 505 for a local shop a couple of years ago. It was...

It’s 10deg less duration than the smallest 426H cam in the Comp catalog(which is 278@.006, 227@.050, .320 lobe lift).

The Comp lobe # 268-6 is from the old HE hydraulic series. 268@.006, 218@.050, .302” lobe lift. That cam is a single pattern on a 108lsa. It’s a pretty small cam for a Hemi

Rockers with vertical slop/play in them is not a good sign.

My experience has been that cams with that much duration don’t play well with carbs that have street calibrated low speed circuits…….and “two corner” idle.

Some of this will come down to how “smooth” it has to be(personal preference)………but imo, a cam that’s 271/277@.050 isn’t going to provide what I would consider “smooth” low speed operation. Something with 20-25* less duration would go a long ways towards smoothing out the low speed manners.

I like the “buy a new bare head” plan(as long as the head to be reused is still close to 78cc’s). Pair that with the 27cc piston out of the hole .012” and a cometic .051” gasket. (I get 9.93cr for the above combo)

My thoughts are that an Ede avs carb will not have enough idle circuit capacity to provide satisfactory lower speed street manners……with that cam. Holley makes a lot of “850’s”, some would be better suited for a combo like that than others. In my mind(and new ones are prohibitively expensive...

It’s basically an XE268 but with the next bigger intake lobe.

On a Comp cam, “H10” is: hydraulic, 110 lsa

If you install the gears with the dots at 6(top)/12(bottom)….as they would be when you lined them up dot-to-dot……..where are they if you rotate the crank 360*?

Do you have a list of parts you’re planning to upgrade at the same time as the cam? If it’s only the cam, the safe bet is a replacement cam, or the smaller Summit cam. For something that will fit that’s slightly hotter, the Comp 268H.

There is no such thing as the cam being “180 out”. However, you can certainly put the distributor in 180 out. Pull out #1 plug, put your finger down to the plug hole and bump the engine over. When you feel a big rush of air come out of the hole, you’re on the compression stroke. Look at where...

This is how I deal with the guide/seal situation:

New day ………fresh look at it………it’s an optical illusion(to me). I was seeing the roof tapering down towards the spring as being a raised area. That’s what you get when you’re analyzing pics on your phone……… carry on. For a more useful tidbit…… The PAC-1900 springs are the equivalent to the...

From your earlier thread…….. I don’t know if this is an optical illusion or what, but it looks like there are “humps” on the tops of the intake runners on whichever head that is. I don’t recall ever seeing that before. What’s the casting number on that head?

The typical intake guide boss on a 452 doesn’t lend itself to a lot of seal options(as they come from Mopar). I’d also check to see what kind of retainer-to-seal clearance you’re working with.

My experience with the stuck bypass valve was the result of a very small metal shaving getting wedged between the pump body and the valve……. Resulting in it being stuck in the fully closed position. This was a 340 with a Melling M72HV pump. The result of that was a hot idle oil pressure of about...

HV pump? How high does the pressure get at like 6k when it’s all heated up?

did you check to see how much leakage there is coming out around the bottoms of the lifters throughout the travel while priming? I’ve seen some that were serious leakers. A couple years ago, we freshened a 440 and converted it from a SFT to a HR cam. This engine always had good oil pressure...