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SBC CHEVY HOWARDS HYD OE ROLLER CAM 565/580 LIFT 245/253 DUR@.050" # 180345-10



11 customer reviews  

Product Information

Product TypeShipped Product
Shipping Cost $10
Number of reviews 11




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

The cam gear is compatible with any standard steel or cast iron distributor gear. No bronze distributor needed. This cam is considered an OEM style, meaning it must be used in a roller block; it cannot be used with a non roller block. Retro style cams are available in our other listings. This auction is for the OEM style roller cam. Many camshaft accessories available in our other listings.

This cam is to be used on sbc engines that are equipped for factory roller cams. These blocks came out in the late 80's in the Corvette and early 90's in the Chevy trucks. As you know, all of the sbc roller engines in this era were throttle body or tune port injection. This cam may not be compatible with those setups, but many are using the oe roller blocks and running a carbureted setup and this cam is well suited on those type setups.

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 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 for use in an oe roller block or a non-roller block. Regular low cost drop in street grade hyd. roller lifters will not perform properly with this cam. 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.

Important Note

Take notice to what must be done to the rod body and bolt section to achieve cam to rod clearance in the picture below when using this cam in a 3.750 stroke (383 or 406) engine. The idea of having to go this far into the bolt may be unsettling to many, but this is what is required. Our new line of Comp reduced base circle cams eliminates having to do this. This is one of the reasons we now use the Comp reduced base cams in all our sbc engines. The price is similar to the Howards cams, and the performance is outstanding. We feel the integrity of the rod bolt is somewhat affected by this grinding, not to mention, if ground too much, may destroy the rod body and bolt. We have chosen six custom grinds in our Comp line to accommodate most any sbc street rod build. Should you decide to purchase the Howards cam in this listing for use in a 3.750 stroke engine build, then the rods will all have to be ground as shown in the picture below. H-beam rods will require even more removal of material.

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Recommendations on using this cam in a 383 or 406 pump gas street rod engine.

It will make its peak horse power at approx 6500 rpm. The idle is very radical. Power comes in around 3200 rpm.

We recommend a stall converter of around 2800-3200. Final gearing would need to be at 373 or numerically higher. A 373 final gear is most optimal with this cam, providing the car is reasonably light. This cam will trade off bottom end throttle response and low speed cruising in the low rpm range unless your car is setup in pro-street form. The idle sound with this cam is very erratic.

You would not be able to run an overdrive trans, power brakes, or air conditioning with this cam. Valve train life and reliability is reduced with this cam. This would only be a concern for those wanting to drive their vehicles on long trips or with frequent use. This cam puts your setup nearly into the Pro-Street league.

Drivability is fair at best with this cam, unless you have a very light car, with a decent final gear.

If your car is over 3400 lbs, we strongly advise against this cam, unless you have a final gear in the 4.10 range or numerically higher.

Below are our dyno results on one of our 383 engines with this cam.with a single plane intake.Results will vary depending on intake choice. The horse power numbers will usually improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated.

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 cam choice #1, Pro Maxx heads, and a single plane intake.

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383-180345-7.5cc graph photo 36394b57-eb72-4437-9dba-39599299f313.jpg

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.

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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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Customer Reviews

  1. From ebay user i***m

    Wow item arrived in two days. Super service and price Thank you

    Reviewed by i***m on Sept. 22, 2016, 10:08 a.m. | Permalink

    This review has no votes.