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HOWARDS SBC CHEVY RETRO HYD ROLLER CAM LIFT 530/545 DUR @50. 233/241 # 110265-10

$259.00

Available

1 customer review  



Product Information

UPC331903183974
Product TypeShipped Product
Shipping Cost $10
Number of reviews 1

FOR SBC 327 350 383 406 CHEVY ENGINES.

HOWARDS HYDRAULIC RETRO ROLLER CAMSHAFT .530/.545 LIFT .233/.241 DURATION @.050" LOBE SEP: 110º

Photobucket
Part # 110265-10 for use in non-roller early style blocks.
Part # 180265-10 retro style for use in late oe roller blocks

Valve lift with 1.5 Rockers: Intake .530/Exhaust .545

Duration @.050": Intake .233/Exhaust .241
Lobe sep. angle: 110º
Recommended springs: Comp 987-16. See our other listings.

See dyno results below!

 photo HRS-120941-11_xl.jpg

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!

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 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. These are the lifters we recommend. The use of low grade lifters are sure to cause problems. The lifters mentioned above are what we use in many of our engines.

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.

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 383 pump gas street rod engine.

This cam, coupled with our single plane intake and our flat top forged pistons with 1.6 rockers, will produce right at 522 horsepower at approx. 6,300 RPM. This particular engine had our NKB 200cc heads on it. 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. Larger dual plane intakes with this cam are pointless, in our opinion.

The absolute best intake in the industry at this moment that operates in this low rpm range is the Edlebrock 2701 EPS Performer. This intake is much better than the regular Performer series. The off the line throttle response when coupled with this cam is excellent. See our other listings for a full line of intakes.


The single plane intake is not recommended for use in vehicles weighing over 3,600 lbs unless your vehicle is setup with a somewhat deep final gear. The rockers used on our test engine were our Scorpion Race Series roller rockers. Our cam timing components were left in the straight up position. Ignition timing was set at 34 degrees total and 93 octane fuel was used. During very hot weather, total timing should be set at 31-32 degrees. A final gear of approx. 3.73 or numerically higher, and a stall of approx. 2,600-3,000 would be highly recommended.


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.

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.

Single plane intake.

sbc 383 110265-10 522 489 photo 78ce5843-9c7a-43b0-b4fe-c98da43e563b.jpg

sbc 383 110265-10 522 489 graph photo sbc 383 110265-10 522 489 graph_1.jpg

Official Dyno report on our 383 engine with this cam.

Dual plane intake.

sbc 383 180265-10 494 484 photo 336d94ca-886b-4bdc-8774-1bc6c79d3ec3.jpg

sbc 383 180265-10 494 484 graph photo 97f2669a-f30d-4879-8fe9-c69f45a91f87.jpg

Official Dyno report on our 406 engine with this cam and AFR heads.

Single plane intake.

sbc 406 180265-10 561 538 afr photo b573cfd5-7386-460a-a55e-52746b093317.jpg

The HP numbers are very impressive considering the size of this cam. The AFR heads certainly contributed to the excellent hp numbers. Compression was a bit on the high side.

sbc 406 561 538 photo 8a6c2e7e-d2e5-4d45-b604-f4a80a3688fc.jpg

Official Dyno report on our 406 engine with this cam and NKB heads.

Dual plane airgap intake.

sbc 406 air gap photo 25e67de5-a104-4711-a7af-73476aaa33f8.jpg

This 406 combo with a dual plane intake would make a daily driver with excellent street manners. Low cost heads, massive low end torque, small carb. excellent throttle response.

sbc 406 air gap graph photo 18fe1e80-7c42-4b80-97f0-ab630af3a22c.jpg



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