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SBC CHEVY HOWARDS HYD OE ROLLER CAM LIFT 530/545 DUR. @ 50. 233/241 # 180265-10



13 customer reviews  

Product Information

Product TypeShipped Product
Shipping Cost $10
Number of reviews 13



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

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 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: J-2079-16 for use in an oe roller block. For those using the retro style roller cam you will need a set of tie-bar hyd. roller retro style lifters: 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. They will perform better than most any drop in style lifter. The use of low grade lifters are sure to cause problems. The lifters mentioned above are what we use in our engines.

The regular J-2079 drop in lifters are nearing their max potential with this cam. Valve float usually comes in right past this cam's peak power when running it in a 383 engine. If you think you're going to be running in the upper rpm range (6200) quite often, then you need to invest in the tie-bar lifters for sure. This cam, coupled with high rpm, demands a street/strip lifter to avoid valve float. Our experience on the dyno has proven this. If you're going to run this cam with 1.6 rockers, then there is no question as what lifter you're going to need, and it's the tie-bar series. The regular Howards tie-bar lifters are sufficient with this cam.

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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Customer Reviews

  1. From ebay user g***r

    Great cam, just what I wanted. Quality of workmanship is very noticable. AAA++++

    Reviewed by g***r on March 25, 2017, 10:12 p.m. | Permalink

    This review has no votes.

  2. From ebay user c***g

    Item as described and packaged well, combined shipping for multiple parts. A+

    Reviewed by c***g on Oct. 28, 2016, 4:29 p.m. | Permalink

    This review has no votes.