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HOWARDS SBC CHEVY RETRO HYD ROLLER CAM 565/580 LIFT 245/253 DUR@.050 # 110345-10



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Part # 110345-10 For use early style non-roller blocks.
Part # 180345-10 oe hyd. roller style for use in oe hyd. roller blocks

Valve lift with 1.5 Rockers: Intake .565/Exhaust .580

Duration @.050": Intake .245/Exhaust .253
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. 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!

We have posted actual dyno results below of several different size engines with various combinations of intakes and cylinder heads using this cam. 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 tie-bar lifters, or preferably the Howards Max Effort tie-bar series. If you think you're going to be running in the upper rpm range (6400) quite often, then you need to invest in the Max Effort tie-bar lifters for sure. The regular Howards tie-bar street lifters encounter valve float right at 6400 rpm in our 383 engines. This cam lift and duration, coupled with high rpm, demands a semi race grade lifter to avoid valve float, and the Max Effort lifters are excellent for this. Our experience on the dyno has proven this.

If you're going to run this cam at 6400 or higher rpm with 1.6 rockers, then there is no question as what lifter you're going to need, and it's the Max Effort series. The regular Howards tie-bar lifters are sufficient with this cam if you're going to stay around three hundred rpm or more behind the peak power rpm range of 6400 in a 383 build. Chances are valve float is taking place to a minor degree right before the peak rpm, and is not much of a problem, but if taken past the peak rpm range of approx. 6400 rpm, then you will experience valve float to a noticeable degree. As each cam we offer gets larger in lift and duration, we offer different lifter recommendations if you have noticed. Lifter requirements are based on cam size in lift and duration, and what rpm range they will run up to in a given combination. Also add to this the spring pressure you're running can make a difference on what lifters you will be able to run.

Increased spring pressure on the nose of a cam is a great defense against valve float, but some street lifters do not operate well with this pressure. Our next size up cam from this has different recommendations than this cam. It is very important to heed our warning about using incorrect lifters. It's not just about low grade lifters, it's also about lifters that are not designed for high lift/high rpm applications. We use five different grades of hydraulic lifters in our engine program.

Recommendations on using this cam in a 383 or 406 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 530 horsepower at approx. 6,400 RPM on a 10.5:1 compression ratio 383 engine using our NKB cyl. heads. Compression of around 11:1 is more desirable on a 383 build with this cam. The use of a dual plane intake will move the torque down lower in the rpm range. The single plane intake would allow the engine to make max horsepower at approx. 6400 rpm in a 383 engine. Using this cam in a 350 engine build will require approx. 12:1 compression ratio. Running compression less than this in a 350 build makes this cam somewhat pointless. 406 engine builds can actually run compression in the mid 10's and make very decent power. Cylinder head runner size should be 200cc or larger with this cam.

We recommend a stall converter of around 2800-3500 for any 383 or 406 engine build with this cam. Stall requirements are less on larger cubic inch engine builds. Final gearing would need to be at 3.55 or numerically higher. The weight of your car is also a factor as what your final gear should be. This cam does make very good overall power, but would be considered very aggressive in a 383. The idle sound with this cam is very erratic (lopey) when used in a 383 and somewhat less in a 406. Optimal compression ratio requirements in a 383 would be approx. 10.5:1 or more, preferably more.

You would not be able to run an overdrive gear, power brakes, or air conditioning with this cam in a 383 or 406. Valve train life and reliability is slightly reduced with this cam as compared to lower lift and duration cams. This cam puts your setup nearly into the Pro-Street league.

Drivability is fair but decent at best with this cam in a 383 or 406 engine build.

If your car is over 3600 lbs, we advise against the use of this cam, unless you have a deeper than normal final gear. If your engine build is a 406 or larger, this cam will be much tamer and more suitable in heavy or taller geared vehicles.

This cam is an excellent pro-street cam in a 383 or 406 engine build. It is one our most popular cams for those that want hp numbers well into the 500 range on a pump gas engine. It's sound is wild at idle. Do follow our lifter recommendations for safe and optimal performance.

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.

sbc 383 180345-10 530 485 photo sbc 383 180345-10 530 485_1.jpg

This engine had the regular Howards tie-bar lifters and valve float to a minor degree was present at 6300 rpm. The Max Effort lifters would have allowed this engine to run at a several hundred rpm higher and make it's peak power. We will be posting more dyno results with the Max Efforts in an identical buildup.

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

sbc 383 180345-10 cam photo 3b6d68af-66d9-4519-9aa4-185b3d57360b.jpg

sbc 383 graph photo f1c7ff4e-da60-4061-a59d-ad4b8f0906f4.jpg

Official Dyno report on our 406 engine with this cam, NKB heads, and a single plane intake.

sbc 406 ft 522 560 photo af431ec1-0369-43e0-8f84-f3a6a36f4c1e.jpg

sbc 406 ft 522 560 graph photo fff3270c-2ae4-4fc6-a936-4062d1f39386.jpg

Official Dyno report on our 434 engine with this cam, AFR heads and a single plane intake. You must run the small base version of this cam on engines using a 4.00 stoke crank.

sbc 434 cam 2 single photo ac0cbbc0-2640-486e-8b63-0ac4b3b3856c.jpg

Over 600 horse power with this cam in our 434 engine. Drivability would be excellent with this cam in an engine of this size. Compression requirements could be in the low 10's with engines of this cubic inch. Torque numbers are very good in the low rpm range.

sbc 434 cam 2 single graph photo 66633b4c-a7ef-4ed6-b70f-2bedca46fb04.jpg

Official Dyno report on our 406 engine with this cam, NKB flat top pistons, and a single plane intake.

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Official dyno results on our 427 Stage 5.2 engine with this cam, AFR 210-75 Heads, a QuickFuel 750 carb, and a dual plane intake.

504, 548 427 engine photo 070c197a-f97d-4738-b82e-461a3c04894a.jpg

504, 548 427 engine graph photo 9922cd15-16aa-42d9-8af6-97968c9e2c1e.jpg

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