The 228/238 @ 0.050” camshaft that’s in the ‘two engine’ article is a custom ground camshaft.  If ordering it, then simply specify a Y-Block camshaft (301 grind) with S-66-IN and S-598-EX lobe profiles.  The cam in the article was ground on 112° lobe centers with 2° of cam advance built in; 2° cam advance will equate to 4° at the crankshaft.  The camshaft described in the article was being used with a Ford-O-Matic tranny with a tight converter but either a standard transmission or an auto tranny with a looser converter will be happy with the camshaft being ground on 110° lobe centers.  A tighter lobe center in this case will make the engine more responsive on the low end of the rpm scale while also having just a bit more lumpiness to the idle.  If taken to the next level, that same camshaft can be ground on 108° lobe centers for even more lumpiness (small lope) in the idle but will be at the expense of some drop in manifold vacuum at idle.
 
Here’s the Isky spec sheet for the same camshaft that’s ground on 110° lobe centers.

As a general rule, the Y with iron heads can handle up to about 0.535” lift at the valve without valve/piston/cylinder wall clearance issues.  After that point, intake valve clearance to the edge of the cylinder can be a problem but is resolved by grinding some concave notches in the cylinder walls at the point of intake valve interference.

Lorena, Texas (South of Waco)

Ted, Isky cams  is right around the corner from me, once in awhile a bunch of us would be lucky and have lunch with "Isky" been many years
since those days. Gardena Ca, was and is still a hot bed for performance parts.
    In your article on the two engines, the hopped up one, does the cam have a part number, or was this something you and Isky cams  worked
out? If it's a stock number could you post it.
 Could you have gone with a higher lift?

I would probably be looking around 250 at least but im not to worried about that. I just don't want the engine to over rev.  The guy I bought it from over revved it and ducked everything up

Add this link to the one that Charlie has included up above.  This Y build uses iron heads and iron intake, but does use a set of pistons that utilize metric piston rings to make that next step improvement in the power band.
http://www.eatonbalancing.com/blog/2015/05/01/unported-iron-heads-can-still-make-over-a-hp-to-the-cubic-inch/

Lorena, Texas (South of Waco)

Balancing always helps in the rpm department.  The more the engine needs balancing, then the more the improvement that’s seen as a result.

Lorena, Texas (South of Waco)

Better valve springs, bigger carb, bigger cam and related parts to allow it to breathe.

What exactly do you want to achieve?  Simply picking an arbitrary rpm range may not get the performance you desire.



Lawrenceville, GA

Welcome to the site.

Click the link below for an article written by one of this Forum's moderators.  This article depicts what might be done with a 292 y-block without going the route of maximum increase in cubic inches (holding to near the 292 original displacement) and not using aluminum cylinder heads, higher lift OEM rocker arms, or an aftermarket intake manifold!  The engine built is not 'all out', and would be very street-able.  Actually, the article describes the building of two 292 engines and the dyno test results of each.

http://www.eatonbalancing.com/blog/2015/03/21/stock-ford-y-build-or-modified-here-are-two-different-approaches/

John Mummert's website address is  www.ford-y-block.com or click the link below.
http://www.ford-y-block.com/

Hope this helps.  


NoShortcuts
a.k.a. Charlie Brown
near Syracuse, New York

For a good start, link from this site to John Mummert's site. You can likely get just about anything you need there, including informed information. 


Paul

Do you know of any websites I could order them on

Cam, lifters and valve springs.