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HOWARDS SBC CHEVY RETRO HYD ROLLER CAM 500/510 LIFT 225/231 DUR@.050 # 110245-10

$259.00

Available

1 customer review  



Product Information

UPC331903180760
Product TypeShipped Product
Shipping Cost $10
Number of reviews 1

FOR SBC CHEVY 327 350 383 406 ENGINES.

HOWARDS HYDRAULIC RETRO ROLLER CAMSHAFT .500/.510 LIFT .225/.231 DURATION @.050" LOBE SEP: 110º

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PART # 110245-10 for use in non-roller early style blocks.
Part # 180345-10 oe roller style for use in late model oe roller blocks

Valve lift with 1.5 Rockers: Intake .500/Exhaust .510

Duration @.050": Intake .225/Exhaust .231
Lobe sep. angle: 110º
Recommended springs: Comp 987-16. See our other listings.

See dyno results below!

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All Howards™ Cams use the highest-grade race quality cores available. All hydraulic and mechanical flat tappet camshafts are 100% Rockwell checked and Parkerized to ensure the highest quality control standards available anywhere. Howards™ Cams are manufactured on dedicated high precision CNC cam grinding machines.

This cam is considered a retro style, meaning it is intended for use in an early style non-roller block; it can also be used in a late roller block, but we offer this cam in an oe roller style also. See our other listings. SBC cams starting with the part number, "18" are all oe roller, and those starting with, "11" are retro style. Tie bar hydraulic roller lifters are to be used in early non-roller blocks. Many camshaft accessories available in our other listings.

We have used this profile on many different buildups with amazing results. The dyno results are listed below, and show many different engine sizes and combinations.

If you would like expert cam recommendations for your engine, contact us (through the "seller information" tab or through our tech line, 423-722-5152) with the information listed below. We will tell you what cam is best suited for you. Running a cam that is too big in a given combination is not only pointless for making increased power, but creates a increased loss of drivability and unnecessary wear on the valve train. You must have sufficient cubic inch and/or compression ratio, coupled with correct size cylinder heads that will allow enough flow, to justify a particular size cam. Bottom-end and mid-range performance are always affected when you increase cam size, but it would be affected even more if a cam selection is over-sized to the point that no top-end power is gained. So choosing too large of a cam becomes a two-fold problem. Tuning also becomes more difficult with larger than needed cams.

For a recommendation on the best cam for you, please contact us with us the following information:

  • Vehicle model or weight.
  • Engine size, (cubic inch)
  • Approx. compression ratio.
  • Cylinder head runner size.
  • Single or dual plane intake, (if dual plane, what model)
  • Final gear ratio, and overall tire diameter if known.
  • Transmission model.
  • Converter stall range.
  • Your hp expectations, and how you will be using the vehicle (cruising, street, strip, show car, etc.)
  • If a lopey idle is highly desirable. The size engine you have determines this with a given cam choice. We can tell you exactly what a particular cam will sound like in an engine.
  • The brand and type/series of lifters you are running. Very important!

All Howards cams use the highest-grade race quality billets available. The hydraulic and mechanical flat tappet camshafts are 100% Rockwell checked and Parkerized to ensure the highest quality control standards available anywhere. Howard's Cams is proud of its equipment, manufacturing all of its cams on dedicated high precision cam grinding machines.

Howards maintains these exacting standards right through the shipping process. All Howards camshafts are packaged and shipped in a unique, hard, high impact, reusable plastic case. This ensures that that you, our customer receives your new Howard's Cam in the same exacting condition it left our factory.

We have posted actual dyno results below of several different size engines with various combinations of intakes and cylinder heads from a 350 cubic inch size up to our 406 engines using this cam. Most of our dyno results are from the common 383 stroker engine. The dyno report will tell what size and brand of cylinder heads used, single or dual plane intake, rocker ratio, carb size, and total timing. These are all pump gas engines for street and strip use. Our experience is vast with these cams. Few if anyone selling cams will have actual results to post. We are also going to list the characteristics of this cam, such as drivability, often referred to as street manners, as well as what stall converter is recommended and final gearing for a particular engine size.

Correct lifters to use with this cam: Howards 91164-N. These are the lifters we recommend. If you are using an oe roller block you can still use the tie-bar lifters. The use of low grade lifters are sure to cause problems. The lifters mentioned above are what we use in many of our engines. They have proven to be very good quality.

We also have the correct length high quality pushrods that you should use. See our other listings for these items.

Recommendations on using this cam in a 350/383 or larger pump gas street rod engine.

This cam, coupled with our single plane intake and our forged pistons with 1.6 rockers, will produce right at 500 horsepower at approx. 5800 RPM on a 10.5:1 compression ratio 383 engine using our NKB cyl. heads. We recommend the dual plane intake for better drivability and throttle response. The dual plane intake will move the torque down lower in the rpm range. The single plane intake would allow the engine to make its peak advertised horsepower at the peak rpm, but these type intakes move the torque band higher up in the rpm range. Expect a slight loss of top end power with the dual plane intake, but low speed drivability and cruising are greatly improved. The dual plane intake should be one that has its power range from around idle to 5500. There are larger runner dual plane intakes on the market, but it's somewhat pointless to run them with a cam of this size. Our Edlebrock 2701 EPS intake is an absolute perfect combination with this cam as far as dual intakes go.

We recommend a stall converter of around 2200-2500 for any 350 or 383 engine build. Stall requirements are less on larger cubic inch engine builds. Final gearing would need to be at 3.30 or numerically higher. The weight of your car is also a factor as what your final gear should be. This cam will make very good low to mid range power, and would be considered on the medium to slightly aggressive side in a 350. The idle sound with this cam is somewhat erratic (lopey) when used in a 350 and somewhat less so in a 383. Optimal compression ratio requirements in a 350 would be approx. 10.5:1 or more and slightly less in a 383 engine build. This cam is an exceptional choice in a 350 or 383 engine build for those wanting good all around performance, and horse power numbers well into the upper 400 range.

You may not be able to run an overdrive gear, power brakes, or air conditioning with this cam in a 350 but it my be possible in a 383 engine. Valve train life and reliability is very good with this cam as compared to the higher lift and duration cams.

Drivability is fair but decent with this cam in a 350 engine. It would have good overall street manners in a 383 engine build, and exceptional drivability in a 400/406 build.

If your vehicle is over 4200 lbs, we advise against the use of this cam, unless you have a deeper than normal final gear. If your engine build is a 383 or larger, this cam will be much tamer and more suitable in heavy or taller geared vehicles.

Our dyno results are very accurate. As time goes by, you will see more dyno results posted below of engines using this cam with various combinations. We use a group of approximately 5 sbc hyd. roller cams in our engine program. We tested many profiles over the years. This group of cams has outperformed many others with consideration to drivability. There are many cams on the market with similar profiles that do not perform anywhere close to the cams we have chosen.

Below are dyno results on various engine sizes and combinations with this cam. The specifics for each dyno run are found in the upper left-hand corner of the test description graphic. The horse power numbers will usually improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated.

Official Dyno report on our 383 engine with this cam and a single plane intake.

383-180245-10-SP,FT photo 7eb54723-869d-432c-bd3e-5064c64bda81.jpg

383-180245-10-SP,FT graph photo 11c90fb8-77bf-42dc-bba9-e45c00fde400.jpg

Official Dyno report on our 406 engine with this cam and a dual plane intake.

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Official Dyno report on our 406 engine with this cam, -13cc dish pistons, and a dual plane intake.

406-180245-10-DP,-13 photo c3502ed7-2515-4016-a285-d69d5f7b0e67.jpg

406-180245-10-DP,-13 graph photo 19e31f8d-af3a-4c40-93d5-4cc3b4964d30.jpg

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