[tom s]

My last cam was part number 51-000-11
grind 3017b/3038B HR112plus0
236-242 lobe lift .363/.361
lobe separation 112
I think the cam core was a 11 which started as a BBC round billet core

[grivera]

Originally Posted by scott70

. Ill call KRE tomorrow. .

Any luck with KRE?

[scott70]

Originally Posted by zippy

Scott, This cam is a little bigger than RAIV right? Deffinately interested on how it performs. I have the same combo 455. .040 over, 4.45 stroke, SD ported #64 heads. So hard to find people using #64 heads LOL I have the FT RAIV in mine with Crower Cam saver lifters. 1.65 rockers. TH400/3400 stall tho and 3.08 rear.

That should be a healthy combo. I doubt I would pick up much power over the crower I’ve been using.

[scott70]

Originally Posted by tom s

My last cam was part number 51-000-11
grind 3017b/3038B HR112plus0
236-242 lobe lift .363/.361
lobe separation 112
I think the cam core was a 11 which started as a BBC round billet core

I was told by comp the s cam is for a Pontiac and the B for a 50 mm cam journal and would definitely need to know which one? Confusing… as almost all the comp cam cards shown here are B and probably just standard Pontiac.

[Jay S]

The B journal is 50mm or big block 1.948”. The S is for a small block Chevy are 1.868”. Pontiac is in between those and can use either one. It doesn’t make much difference for a mild cam.

[Steve C.]

Regarding the number 54-000-11 posted by Tom S:

The 54 is the engine prefix number for Pontiac
The 000 indicates a custom grind
The 11 indicates a steel billet roller core

In addition to the core number 11 you will also find a number 9 is often used which indicates it is also a steel billet core.

These numbers are located on page 2 here:https://images.carid.com/comp-cams/i...ct-catalog.pdf

As far as the journal diameters that involves the suffix codes and they are located on page 3


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[scott70]

Originally Posted by AG

What's the max lift your heads can accomodate?

The engine shop did check,,, they said they might have to take just a little off the valve guide so the retainer doesn’t hit the seals for a .577 lift but it will work. It had .530 lift with the previous hft and cleared. On the head flow #’s the exhaust had peak flow at .600 lift. The intake only showed to .550 lift. The cam I will be using has .580 on the intake, .575 on the exhaust using my 1.60 rockers.

[scott70]

Finally got my HR 4/7 swap cam from bullet. This project has progressed into a full rebuild,, not what I was expecting. Going to internal balance,, they said they had to add 15 grams to the back of the crank. Now that they have the cam they can move along with it. Thanks to Paul and Jay for parts and advice. I’ve been using nothing but rhoads regular and then the vmax since the 90’s on my street cars. Hopefully my off idle punch and brake vacuum will be acceptable without the rhoads. Using the evolutions.

[steve25]

Be sure to check the Cam for straightness in V blocks.

There’s reports of even cast iron cams being out by .0045” .
And yes even cast iron cams can be peened back to being within an acceptable.00005” to .001”.

This is critical with a hydro lifters since you can never get all 16 valves set right, and this down the road leads to unexplained burnt valves.

[scott70]

Originally Posted by steve25

Be sure to check the Cam for straightness in V blocks.

There’s reports of even cast iron cams being out by .0045” .
And yes even cast iron cams can be peened back to being within an acceptable.00005” to .001”.

This is critical with a hydro lifters since you can never get all 16 valves set right, and this down the road leads to unexplained burnt valves.

I’d don’t know if that’s standard procedure to check that at the engine shop or not. Bullet says they check every cam at the end for straightness before shipping.

[steve25]

If it’s bowed in the center which is the way these reports seem to indicate then checking at the either seems to be useless to me.

[scott70]

I meant at the end of the cam grinding process …. They check the whole cam for straightness

[HWYSTR455]

This may be relevant when talking about cores & lobes:

"One final note about lobe separation angles − the cam cores that are available for each application are designed for nominal, standard lobe separation
angles. Straying from this nominal angle too far in one direction or another
can result in the heat-treated surface of the core being ground through to
the soft material underneath. Soft lobes will fail in an engine if allowed to run
for very long. Whether or not the heat-treated surface is ground through also
is obviously dependent on the lobe being ground on the core.

The bottom line is that not all grinds can go on every core that is available.

More popular engines, like the Small Block Chevy, have a variety of cores
available with varying lobe separation angles that can accommodate almost any grind. Less popular applications, like the Flathead Ford V8, only
have one core available. Therefore, they are somewhat limited in terms of
what grind will fit on the single existing core."

Also, for core prefix, I thought 51- is a Pontiac core, 54- looks to be an LS core.

54-000-11 GM LS LS1 Engine (1997-Present)

51-000-9 PONTIAC 265-455 V8 (1955-81)

So depending on the desired profile, you may have to begin with a diff core than a Pontiac one.

I suspect if the lobes on a core are compatible with an .842 type lifter/roller (or other), you can use a core from that engine group/make.

MASTER SUFFIX CODES FOR VARIOUS
ROLLER CAM JOURNAL DIAMETERS:
T 1.750" (Very Small-V6 Buick, etc.)
N 0.900" Base Circle Diameter (Any Journal Size)
S 1.868" (Small Block Chevrolet)
B 1.948" or 1.968" (Big Block Chevrolet or 50mm)
F 2.036", 2.051" or 2.081"
(Small Block Ford and Cleveland)
R 2.1653" or 2.1234" (55mm, LS1 or Big Block Ford)
M 2.3622" (60mm)
MASTER SUFFIX CODES FOR
VARIOUS ROLLER LIFTER WHEEL DIAMETERS:
E 0.812" (from 0.792" to 0.832")
G 0.850" (from 0.830" to 0.870")
H 0.950" (from 0.930" to 0.970")
U 2.000" (1.000" Radius Sliding Tappet)
No Suffix Standard (from 0.750" to 0.790")



.

[Stan Weiss]

Originally Posted by HWYSTR455

This may be relevant when talking about cores & lobes:

"One final note about lobe separation angles − the cam cores that are available for each application are designed for nominal, standard lobe separation
angles. Straying from this nominal angle too far in one direction or another
can result in the heat-treated surface of the core being ground through to
the soft material underneath. Soft lobes will fail in an engine if allowed to run
for very long. Whether or not the heat-treated surface is ground through also
is obviously dependent on the lobe being ground on the core.

The bottom line is that not all grinds can go on every core that is available.

More popular engines, like the Small Block Chevy, have a variety of cores
available with varying lobe separation angles that can accommodate almost any grind. Less popular applications, like the Flathead Ford V8, only
have one core available. Therefore, they are somewhat limited in terms of
what grind will fit on the single existing core."

Also, for core prefix, I thought 51- is a Pontiac core, 54- looks to be an LS core.

54-000-11 GM LS LS1 Engine (1997-Present)

51-000-9 PONTIAC 265-455 V8 (1955-81)

So depending on the desired profile, you may have to begin with a diff core than a Pontiac one.

I suspect if the lobes on a core are compatible with an .842 type lifter/roller (or other), you can use a core from that engine group/make.

MASTER SUFFIX CODES FOR VARIOUS
ROLLER CAM JOURNAL DIAMETERS:
T 1.750" (Very Small-V6 Buick, etc.)
N 0.900" Base Circle Diameter (Any Journal Size)
S 1.868" (Small Block Chevrolet)
B 1.948" or 1.968" (Big Block Chevrolet or 50mm)
F 2.036", 2.051" or 2.081"
(Small Block Ford and Cleveland)
R 2.1653" or 2.1234" (55mm, LS1 or Big Block Ford)
M 2.3622" (60mm)
MASTER SUFFIX CODES FOR
VARIOUS ROLLER LIFTER WHEEL DIAMETERS:
E 0.812" (from 0.792" to 0.832")
G 0.850" (from 0.830" to 0.870")
H 0.950" (from 0.930" to 0.970")
U 2.000" (1.000" Radius Sliding Tappet)
No Suffix Standard (from 0.750" to 0.790")



.

For a core from a different engine group/make to work many different things would have to be in the same location like cam journal, and lobe placement. Remember SBC, LSx, and BBC all have different bore spacing than the Pontiac. Ford FE has about the same bore spacing but has the distributor in the front.

Stan

[Jay S]

Does the new cam have the copper coating between the lobes?

[scott70]

Originally Posted by Jay S

Does the new cam have the copper coating between the lobes?

I already dropped the cam off,,, I took a very quick look at it,,, I think it did but I can’t exactly remember. What does that coating mean?

[Jay S]

The gold coating between lobes means the cam core is a 8620 Billet core.

[PAUL K]

The copper is better for high spring pressure racing applications

On a related note, of all the cam threads discussing master suffix lobes, core materials, etc. has a single problem been found and corrected? ..... I'm just curious, it's seems to come up often in the street section.

[HWYSTR455]

Originally Posted by Stan Weiss

For a core from a different engine group/make to work many different things would have to be in the same location like cam journal, and lobe placement. Remember SBC, LSx, and BBC all have different bore spacing than the Pontiac. Ford FE has about the same bore spacing but has the distributor in the front.

Stan

Then I suspected wrong. Then I have no idea why the doc contradicts the prefix code and the cam card.

Here's my cam card for my 535, it's a Comp solid roller, and it's prefix is a 51- .


.

[HWYSTR455]

This is the Comp cam core suffix codes:

0 Steel Billet Round Lobe
-5 Flat Tappet (Either Hydraulic or Solid Lifter)
-5RR Reverse Rotation Flat Tappet
-7 Special Flat Tappet
-8 Street Roller (Either Hydraulic or Solid Roller)
Special Material – Bronze Distributor Gear
Not Required on Most Applications
-9 Steel Billet Roller
-9L OHC Roller Left
-9R OHC Roller Right
-9W Welded Steel Billet Flat Tappet
-10 Steel Billet Roller
-11 Steel Billet Roller
-12 Steel Billet Roller
-14 4/7 Swap Steel Billet Roller
-16 Steel Flat Tappet
-47 4/7 Swap Cast Flat Tappet


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