M-6250-A443 Decent Street 521 Cam?

What are your opinions on this camshaft for a street oriented 521 in a heavy car?
Scottys D0VE ported, big valve heads, roughly 10-1 compression.

I know there are better choices and a custom would be the best way to go but I have this cam and want to use it.
Trying to keep this build as much Ford as possible.

Thanks.

1EFF100 wrote:What are your opinions on this camshaft for a street oriented 521 in a heavy car?
Scottys D0VE ported, big valve heads, roughly 10-1 compression.

I know there are better choices and a custom would be the best way to go but I have this cam and want to use it.
Trying to keep this build as much Ford as possible.

Thanks.

Without going the "custom grind" route ... Comp Cams 34-244-4 / 268AH-10

1EFF100 wrote:What are your opinions on this camshaft for a street oriented 521 in a heavy car?
Scottys D0VE ported, big valve heads, roughly 10-1 compression.

I know there are better choices and a custom would be the best way to go but I have this cam and want to use it.
Trying to keep this build as much Ford as possible.

Thanks.

I have a M6250-A514 if you decide to go roller

I ran the A443 cam in my 70 Torino with a 521 and out of the box Edel heads. It ran mid 11's easily. I moved to another cam with tighter LSA and slightly more lift. I didnt have much improvement but did drop vacuum where the brakes suffered. The A443 has great mid-range power.
I recommend it.

Dave De wrote:I ran the A443 cam in my 70 Torino with a 521 and out of the box Edel heads. It ran mid 11's easily. I moved to another cam with tighter LSA and slightly more lift. I didnt have much improvement but did drop vacuum where the brakes suffered. The A443 has great mid-range power.
I recommend it.

Thanks Dave. First hand experience--just the information I needed.
How heavy is your Torino? What intake are/were you running?

Bruce

My 70 GT weighs just over 4050 with me in it. I really liked that cam. If you were to have one ground you could tighten the LSA from 112 to 110. Other than that just use it as designed.
Intakes were Torker II and the stealth. The Torker II is the best for that application. Maybe the RPM air gap would work well.

Dave De wrote:My 70 GT weighs just over 4050 with me in it. I really liked that cam. If you were to have one ground you could tighten the LSA from 112 to 110. Other than that just use it as designed.
Intakes were Torker II and the stealth. The Torker II is the best for that application. Maybe the RPM air gap would work well.

Isn't that cam .586" exhaust valve lift which won't clear the seals on a D0VE head unless the valve guides are made shorter.
I can never assume that the guide modification has been done.

Edelbrock has that same lobe profile camshaft but, ground on a 108 separation instead of 112 separation.

rmcomprandy wrote:

Dave De wrote:My 70 GT weighs just over 4050 with me in it. I really liked that cam. If you were to have one ground you could tighten the LSA from 112 to 110. Other than that just use it as designed.
Intakes were Torker II and the stealth. The Torker II is the best for that application. Maybe the RPM air gap would work well.

Isn't that cam .586" exhaust valve lift which won't clear the seals on a D0VE head unless the valve guides are made shorter.
I can never assume that the guide modification has been done.

Edelbrock has that same lobe profile camshaft but, ground on a 108 separation instead of 112 separation.

That cam is .562-.588 lift so yes he could have problems with that cam and the DOVE-C Heads

Nothing that a little alteration to the heads cant take care of the problem. Longer valves comes to mind especially if its still got original valves in it.