So the new hughes cams are out!
What do you guys think about it? Mostly noticed the duration is shorter as on the stock cams and that the lift is alot higher..

Personally I'm quite interested in the mild cruiser cam.
But with their claim as having the first '' true'' slant cam I'm curious what you guys think of it!

http://www.hughesengines.com/Index/index.php
Cam specs are over here!

I am not a cam guru... but i notice that the lash is pretty tight. I wonder why that is?

Also they have 1.70" / 1.44" valves.. that is nice..


Thanks for sharing.

Greg

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http://www.youtube.com/hyperpack

Well, Huges finally got the message that a slant needs more intake duration than exhaust. That's an improvement. The lobe separation angle is fair for those with a decent (improved) compression ratio and head work with larger valves. Optimum LSA is in the 106-107° range for a 225 with a stock head and low compression. The lift given is very high and is useless for a stock cylinder head. The valve spring retainer will hit the guide with more than about .460" lift so the top of the guide will need to be trimmed before using any of these cams. That much lift, and the acceleration needed to achieve that lift, will require a strong spring and will be hard on the valve train. I would not buy one unless I had a cylinder head that flowed particularly well at high lifts.

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Joshua

I also wonder how they will behave with stock type oil pump gear drive architecture?


Greg

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http://www.youtube.com/hyperpack

Hmmmmm, so Hughes should've built big aggressive cams for guys with stock valves & heads, ...............My DC Purple shaft 276/.490 checks at ~218deg @ .050,...not thinking the OA lift vs fifty is that out of line...............................

People contemplating using these cams should know what is needed to use them effectively.

The Mopar Performance 276° cam has a 106° LSA and behaves as though it has much more than 218° duration at .050" lift. I used the MP 276 cam once and exchanged it for a Comp Cam rated at 220° at .050" lift and the stark difference in idle and low-speed manners cannot be attributed solely to the 4° greater LSA.

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Joshua

Josh hit it on the head pretty well. I am not sure who engineered these but they aren't the best configuration for our builds... that tight lash
is worry some, i don't think too many racers/members have tried Comp's low-no lash cams to see if they would work...

The mild cruiser cam would work OK for a turbo, but would not use it for NA or even hyperpak use...you would have great idle and vacuum,
but low end torque would suffer and if the overlap is really short, you may have to monkey with the distributor advance to get it to not ping.

The whiplash cam is like the Comp Cam Xtreme cam I had ground for better street use as the .435-.440 lift street grinds seemed to want more lift
for the build....466 lift and the short duration made for the worst combination as the engine could not use that lift as low RPM and off Idle...luckily I was
using a manual transmission and could rev the engine up to the 2000 rpm minimum it wanted to make power.

Nice to see OS valves available again.

2 cents...

We have access to lots of cams!

I am glad they have a drop in valve available again? Maybe we should check with them for sure??

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

I am glad Hughes is supporting the slant six, whether they have ground the best cams or not. I look forward to seeing their race grinds.
I do question those lash settings. I don't see any of their other cams with settings that tight. Those look like OHC motorcycle engine clearances to me. I wonder if it was supposed to be .014"/.016"? That would make more sense. Their other flat tappets lash at .010"/.012".

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“Buy the ticket, take the ride.”
― Hunter S. Thompson

Exactly.. Wondering that Aswell..
But I've heard with lift higher as 450 you have to cut the tappets or rockers or something.. Would be a shame if it was and you can't use these cams with a stock engine

top side of the valve guide to not have valve spring coil bind issues,, not a big deal.

The valves are pricy, but have nice features, reduced stem diameter at the valve head end, stellite tips.
makes me think they are well thought out.

The lash on the cams looks suspect, unless someone beats me to it I will give Hughes a call Monday to get information
from them. Is it a misprint?

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Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

Called Hughes and spoke with Dave.

Dave said the .004 and .006 lash numbers are correct and the ramps are designed to allow for that tight of a lash.
He mentioned that the reason these cams are titled as 'Real Chrysler Cams" is they have more valve lift at .050 than other grinds.

To get that you need a steep ramp. Remember the slant has the large .904 lifter diameter, larger diameter than a Chevy or Ford so
a Mopar solid lifter can handle a steeper ramp.

If I needed a cam I would be willing to give one run. Nice to see a manufacturer supporting the performance side of the slant six.

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Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

Cool thanks John, Any conversation / worries about the Pump/ dist drive gear?

Greg

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http://www.youtube.com/hyperpack

I did not have that conversation with anyone at Hughes, however wasn't that issue
something that happened a long time ago?

regardless I would take the time to;
1) visually inspect the hobbed gear drive on the cam, the flutes should be smooth and finely finished
2) check the contact interface of the oil pump gear to the cam drive
with yellow oxide, similar to what one does on the ring and pinion, verify that the imprint of the interface is centered.

if it looks right, it probably is.

_________________
Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

The guides need machined down to prevent the retainers from smashing the valve seals &/or bending the pushrods, preventing coil-bind only requires the correct valve springs & installed height. Which is the same for almost every OE engine built, ever, smallblocks/bigblocks,Chebby/Moper/Furd........it's not news and certainly not unique to a Slanty...........seems some are looking for a reason to dislike these cams before anyone has given them a crank.