[Cliff R]

That's pretty close to the specs Melling provides on the SPC-8 cam:

https://www.melling.com/wp-content/u...ck-294-304.pdf

For what's going on here worrying about where the cam is at would not be a priority for me. FIRST I'd find out why I have pistons and possibly connecting rods installed incorrectly, then move on to less important details like moving the cam around when it would be just fine installing it "dot to dot" with a good timing set........IMHO.....

One thing to keep in mind here and I don't know anyone else who has done it. I moved a RAIV cam 4 times in my 455 engine and street and track tested it at each position. 107, 109, 111 and 113ICL. The only place the engine even started to feel a little "lazy" was clear back at 113ICL. Even there it ran fine at the track and drove fine on the street.

This was in a car capable of DEADLY consistent drag strip runs with perfect traction. I saw less than a tenth loss in ET and less than 2mph on top end. You can't tell me that the OP would notice any difference anyplace no matter where that cam was in stalled in this particular build. Straight up.

I'd also mention that advancing the cam beyond two degree slowed the car down and hurt 60' times even though it is regugitated on these threads that "advancing the cam makes more low end torque". In reality these engines are pretty sensitive to the intake closing point and following blanket claims like that can cost us power and vehicle performance. Without direct testing we wouldn't even know it as the engine "felt" peppy, slightly more vacuum at idle speed, responsive and quick to rev at 107ICL, but with good traction at the track it ran WORSE at every point on the run..........so much for theory, and "seat of the pants" testing with these things.......FWIW.......