Skip White Performance - We have the best prices you will ever find for aluminum heads, rotating assemblies and strokers
Skip White Performance
1910 Brookside Lane
Kingsport, TN 37660

Mon.-Thurs. 8a-7p EST
Friday 8a-3p EST
Sat 10a-3p EST
(seasonal; call to confirm)

5 star rating
272,950+ reviews!

 423-722-5152

SBC Chevy 350 383 Comp Cams 498/500 RETRO Hyd. FLAT TAPPET Cam # 12-244-4

Available

$139.95



Product Information

UPC372828783379
Product TypeShipped Product
Shipping Cost $12.50
Number of reviews 0
SBC 350 383 Comp Cam HYDRAULIC FLAT TAPPET, 498/500 Lift, 234/244 Duration, 112 Lobe Sep.


 photo 384eb881-7875-44b7-975a-0b7027c8c150_1.jpg

PICTURED ABOVE IS A FILE PHOTO. THE CAM IN THIS AD IS A FLAT NOSE STYLE

PART NUMBER: 12-244-4

498/500 lift

234/244 duration

112 lobe sep.

Comp Cams SBC Xtreme Energy Hydraulic Flat Tappet Camshafts.

Pictured below is what you may have to do to the rod body and bolt section of this rod in the picture below when using this cam in a 3.750 stroke (383 or 406) engine. Those running this cam in a 350/355 engine will not have to address this issue.

 photo 3c6a18d7-2844-4883-bb0c-588ea5dabf25.jpg

We are often asked the rpm operating range of a given cam as stated on the cam card. This info is useless, in our opinion. These rpm ranges can be very misleading. It would be fair to say that 99.9% of people misinterpret these numbers. If we asked 20 different people just what does "operating range" mean, they would all most likely come up with a different explanation. Most people are also not aware that the size of your engine will drastically change the operating range numbers, and if you do understand that, then one must still wonder what operating range actually means.

Many cam cards will also make mention of the cam's uses and characteristics, and we often find that info to be misleading also. The worst place to get cam recommendations is from a friend that has an engine similar to yours. Your friend often has nothing to to compare it against, and therein lies the problem. The next worst place to get a cam recommendation is from the cam manufacturer's tech dept. We have many customers asking us to put a cam in an engine we're building them based on the recommendations from a cam company they have spoken to. We usually find the recommendations to be terribly wrong for the customer's application.

Our experience on a cam's characteristics in a vehicle are based on years of feedback from our customers that have bought engines from us. This is real world experience. Our Superflo Dyno has also shown us exactly what a given cam will do in a given size engine. The compression ratio is also a very important factor in what a cam will do in an engine. For the most part, our line of engines are in the pump gas compression range.

Listed below are a few important solutions to preventing valve train issues while having maximum performance and longevity in your engine when running large lift cams.

The solution to running a hyd. flat tappet cam of decent size in an engine and avoiding valve float is an easy fix. We recommend our Melling hyd. flat tappet lifters.

The next big cause for valve train instability when running a cam in the upper lift and duration in an engine would be having spring pressure that is too low. Regardless of what some may say would be the correct spring pressure, we know what it should be for safe operation and good performance. The numbers are slightly high, according to some uninformed authorities, but running too low of a spring pressure will assure valve float before peak power is made.

If you have weak springs or wrong pressure ranges in your setup, then you must correct this. We offer a proper set of valve springs that work perfectly with this cam.

Please read the complete ad before purchasing this cam.

If you would like expert cam recommendations for your engine, contact us through the "seller information" tab 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!

Very Important Note!

Our sales staff has limited technical knowledge on this product and are usually unable to answer many of the questions asked. See our other listings for variations of this product.

    • We are not responsible for collateral damage caused by the use of this product.

    Customer Reviews

    This product does not have any reviews yet.