This is a standard cam for triple DCOE Weber 45 or 2" SU/Stromberg CD175 carbed six cylinder cars in Australia. Its very much like the Wade and Waggot circuit racing camshafts found in Aussie Speedway engines. In similar profiles in Aussie Chrysler slant engines in the 225 (to 245 bored out) size, or the Hemi I6 245 to 265 cubic inches, they have trouble making lots of extra power above 5300 rpm, but will still rev to 6500 rpm (5500 in the slant), even with a 1.56:1 rod ratio and long stroke engine. With 200 cubic inches, such cams make power to 5800rpm, but will rev cleanly past 6000 rpm. As such, the triple carbed Holden Torana XU1 GTR's and E38/E48 Chargers and with solid lifter versions of this cam always were under carbed even with venturi areas of 7.2 to 11.7 sq in. Consequently, peak rpm was always lower than in installations where bigger Weber DCOE 45/ 40 venturis or DellOrto DHLA 48/43 mm venturis were used. Then, the cam would rev to 7000 rpm in each installation, with power to over 6000 rpm. Basically, as soon as a cam like this gets independent runner air flow and enough carb area to reduce the idealised Weber chart super critical air speed to a low enough value, these cams produce unreal low end torque, but a wide, elastic rev range. An example was a famous 2V Ford Cortina circuit car in New Zealand with a cam similar to that, but with triple Dell Orto DRLA 48 /42's. It yielded a much better rev range. With smaller 1-bbl carbs, your rev range is pegged back to that of a 2-bbl 500 cfm Holley as three 1-bbls cary about the same venturi area as one big Holley 2-bbl.
When you drop down to a single 2 or 4-bbl carb with even a good intake design and state of the art booster venturi, the curb idle suffers hugely on these I6 engines with this cam, but if its set-up as a syncronised triple 1-bbl or 2-bbl carb engine, the idle becomes rock steady. Holley 2-bbls don't like big cam duration unless you can contol and contain fuel standoff with a good air cleaner and carb adaptor to maximise the distance from the carb entry to the intake valve. Power valve and pump squirter calibration cannot mask a big cam unless you are able to optimise the exhast closing event. These are reasons why wsa 111 has very specific terms for duration and cam retarding on his engines. I've exprienced in Pinto 2000 engines complete inabilty to create stasble off idle progression with just a 295 degree cam on a big valve SOHC Ford with just a Holley 500 cfm 2-bbl carb, yet a 390 cfm 4-bbl would work fine.
The profile above looks designed to reduce valve train load stress and allow over reving in situations when your between gears on a circuit. It won't produce problems with a way too high top end as the 200 and 250 I6 makes great effective compression, is long stroke, and has a rod leverage to crank throw ratio which drags the power peak down from a similar sized Chev L6 engine with bettwe bore to stroke and rod ratios.
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