Instead of changing the cam, change what's around the cam. The camshaft is engineered to accommodate vast changes in the engine's environment, from choked down emissions single exhaust catalytic converter 2v low comp engines with barely 175 flywheel hp to opened up, good flowing engines from intake to exhaust that produce in excess of 350 hp. No one puts a stock camshaft back into an engine they're building for performance, so no one knows about the potential. The brighter the fire, the shorter the life. They certainly cannot improve on longevity, but power can be improved somewhat as long as you concentrate the powerband and cause the camshaft to wear out faster. Incidentally, the very thing that makes the camshafts last longer is exactly what makes them perform so well considering their size.Īftermarket camshaft manufacturers have their work cut out for them to improve on existing engineering from OEM engineering teams. It is what determines the camshaft's symmetry and lobe intensity when dealing with stock lifts-which is to say, way, waaay milder than any aftermarket camshaft. This is all thanks to the engineering designed to maximize the flow within the. Interestingly, when you decrease the lift below stock specs (as in a wearing camshaft scenario) petty decreases in power are also observed, up to a point. Why? Because everything that needs to happen is happening below. The dynometer simulator shows petty increases in power when you bump the lift on stock cams, even to. You have to port them to get them to flow up to. This allows the valve to stay open for the maximum amount of time where the lift needs to be, making sure the cam lasts longer than 50,000 miles. They did this by increasing the ramp speed as the valve opens, and slowing it as it closed. They were all asymmetrical lobes that didn't need to overshoot the lift in order to reach the 350's GSpot :Brow. Believe it or not, all the stock cams were less than.

Stock 350 cam specs