Howard’s hft cam q’s
 

Hi All,
Anybody have experience with a Howard’s 411161-10 hft cam?
465/470, 223/235@.050, 110, 2-6k range. If so how do you like it and what cube, compression, trans and gear were you running? This cam is on my short list for the new motor in my ‘69 LeMans, 455, 4speed and 3.23/3.40 rear. No strip just street usage to plunder and pillage Mustangs, Challegers and Civics LOL Thanks, ‘Vid Sutton.


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For stop light to stop light Mustang shaming I'd go with https://pontiacspeedshop.com/rattler...80-488-109lsa/

With iron heads?

That 2000-6000rpm range may be close in a 350 build but that cam will be DONE before 5000rpm's in a 455 build.

I didn't see the compression ratio mentioned but the smallest cam I'd even think about putting in a well thought out 455 build would be 230 @ .050" and at least 280 @ .006".....FWIW......

Yeah, I’m getting my 62’s ported by a shop in Sonoma, CA. Pistons will be dished about 28cc for something around 9.4:1.


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Howard’s hft cam q’s
 

Another tempting choice, this grind is also on my radar. I’m trying to hit that mark where it’s “comfortably streetable” but doesn’t disappoint under throttle.


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Well like Cliff posted you need more duration and I would want to run the valve lift to .525” to .550” to take good advantage of that porting work!



What will you run for a intake?

If you insist on using a cam from Howard's consider their H2333383 lobe on the intake side, it is a Harold Brookshire Design.

Seat 279
.020 257
.050 233
.200 147
0.3380 lobe lift

Have it custom ground. Use a exhaust lobe that is suited to your exhaust flow after the port work is done to the cylinder heads, that and the entire exhaust system on the car.
Have it ground with whatever lobe separation desired, be it the 109, 110 or even a 112.


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X 2

That 455 will want 1.65 ratio rockers, if you have clearances for them.

Also pay attention to the valve spring specs.

I will also point out Tim Goolsby at Bullet Racing Cams has a very nice lobe to consider on the intake side, but it has a tad bit less .050 duration and less lobe lift than the Howard's lobe.
I mention them because Tim is very good to work with and very 'Pontiac savvy'.

It is his number H276/330 either the A or B lobe depending on the rocker arm ratio in use.

seat 276
.050 228
.200 140
.3300 lobe lift

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That is very close to the Voodoo 703 intake lobe - 455 dyno here (stock heads).
http://forums.maxperformanceinc.com/...d.php?t=776169

It may not want 1.65s on the exh side dependent on what the exh port work picks up !

Going to run an RPM with an 850 DP for starters. I’m a little embarrassed for not running a Qjet so I’ll hide that under a dual snorkel, haha

I’m on the fence between RARE OS RAIII manifolds and mid/full length 1 5/8 headers.

Right now the car has a 3:23 open rear. I figure I’ll get the motor in and see how I like the 3:23’s with the combo, but a 9” is coming after I get the motor in. I’ll tweak the gear based on what the new motor seems to want. It’s probably not too far off with the 3:23’s.


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Are they still racing out at Fallon ?

Ran this cam in both a 295 cfm kre head 455 and a ported 240 cfm iron head 461. Ran great in both motors. The 455 was a 4spd with 331 gears and the 461 was an auto with 3.42 gears. https://uploads.tapatalk-cdn.com/202...c22015eccc.jpg

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Don't think the OP wants a roller, maybe he will clarify.

Oops, I did miss that...

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425HP and 480 ft lbs on my recent 400 build with a Lunati 702.

Was still pulling at 5K and would've gone a little higher in HP if it had been taken up a bit more in rpm.

https://i.imgur.com/hGP8Byi.jpg

If you really want to step up the game here is a dyno chart from a 455 build with the Old Faithful cam mentioned above moved out on a 114 LSA. The engine was topped with 250cfm #96 D port heads and 9.3 to 1 compression.

A very well chosen flat cam with high ratio rockers and Rhoads lifters wouldn't be far behind it on the dyno. For sure a butt-load more power than going with 28cc dished pistons, ported #62's then stuffing the 223/235/110 Howards cam in there.

The first dyno run is the same engine with a Comp 224/230/110 HR cam. Not only was the power not all that impressive it also pinged on the dyno when they tried throwing some timing at it. This is another by-product of going small on the cam and tight on the LSA in the big 455 engines. They are already cramming all their power in early and strong mid-range. Cams that make them better at that deal also raise dynamic compression enough that you can run into issues trying to manage pump gas in them....FWIW.....

Last time I checked they were, but it’s been a while.


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