I still have the old school paper catalogs.  Upon going to the Isky website and pulling up their web catalog version, the Ford Y camshafts will be on page 134.  Just like my paper catalog, there are only four camshafts listed.  I did take a quick look at their website in general and doing the search by car and year did not do much good for a Y camshaft.  However, looking up the Y camshaft by using the “Search Engine” icon did bring up the Y camshafts by selecting the appropriate make and engine.

Lorena, Texas (South of Waco)

Thank you all for bringing up the issue with the Comp Cams cam being ground incorrectly, I do remember checking both banks when I installed this cam. My main concern is if this Comp Cam is a good one to use or if I should get a different one and install it before I install the engine. 
I don't have any other info on lobe profile so can't do any more of a detailed comparison. 

Based on the provided specs, the camshaft will be a good driver assuming you get those three carburetors working as they should.  With the 108° lobe centerline, it will have a ‘rumpy’ idle.  Based on the 0.050” numbers, it is ground straight up so I would recommend that it be installed with at least 4° advance (104° intake lobe centerline).

Lorena, Texas (South of Waco)

I think when I installed it, I put it at 2* advanced but can change that.
Thanks for your input. I have just been worried about that "late" opening exhaust valve. 

You do need the advertised duration numbers to determine if the exhaust value is indeed opening later on your camshaft.  The 0.050” numbers may be misleading as the valve itself actually started to open somewhere around the 0.020” valve lash value.

Lorena, Texas (South of Waco)

checked the cam card, would the "duration @ .015 tappet lift " be what you need? it is listed at 261* for intake and 267* for exhaust 

The 261° and 267° numbers would be the advertised duration while the 0.015” number is likely the recommended valve lash setting.  Setting the valve lash at 0.020” would reduce both of those numbers.  Assuming the camshaft lobes are symmetrical in nature and based on the 0.050” numbers being the installed straight up values (no advance / no retard) then I get the following open/closed numbers for 0.015” lash.
Intake open 22½° BTDC
Intake close 58½° ABDC
Exhaust open 61½° BTDC
Exhaust close 25½° ATDC

A later closing of the exhaust valve can be a result of the camshaft being ground on 108° lobe centers versus a cam that’s ground on a wider lobe centerline.  That in combination with the earlier opening of the intake valve that occurs with the 108° lobe centers increases the amount of valve overlap which in turn gives that ‘rumpier’ sound but at the expense of some manifold vacuum and a reduced signal to the carburetor.

Something else to watch for on camshafts is if the camshaft is ground straight up or with a given amount of cam advance or retard built in.  I typically specify 2° of cam advance (4° crankshaft degrees) built into the Isky camshafts I order.  If trying to compare that to a camshaft that’s ground straight up versus one that’s not, then that must be taken into account.  I noticed that the camshaft you listed is ground ‘straight up’.

If wanting to close the exhaust valve earlier, then just increase the exhaust valve lash.  If also trying to smooth out the idle and/or increase the manifold vacuum, then also increase the intake valve lash.

Lorena, Texas (South of Waco)

Ted, thank you so much for your input and time on this. 
So are you still advising to use this cam and install it at 4* advanced? 

That’s a Yes. If it's a new timing chain, you will get away with 6° of cam advance.  If the 94’s have some difficulty idling with that particular camshaft at 0.015” lash, then just increase the valve lash to 0.020".  That will strengthen the vacuum signal to the carbs and in turn provide some additional enrichment control at the idle mixture screws.  Switching from the Offenhauser 3X2 intake to a different brand 3X2 intake (Edelbrock, Edmunds, Fenton, Weiand) will also have a positive effect on the idle signal.

Lorena, Texas (South of Waco)

Great,  The car runs very good on those carbs, idle is dependable at around 850 t0 900 rpm and throttle response off idle is very good. The only problem is just when the secondaries open it stumbles a little. If you open the secondaries slowly it will not stumble. I'm running accelerator pumps on all carbs with the link rod on the secondaries lengthened to get full advantage of pump stroke on those carbs. Also running power valves in all three, 6.5" valves I guess as they are the ones that came in the rebuild kits. The secondaries also have the stock base with the idle circuits but the idle screws are screwed in all the way. Remember this is using the progressive linkage.  
With all that being said, the "B" manifold and 1850 performed way better at full throttle, but I bet that is due to that Offenhauser manifold that is on the motor now. 
Thanks for your input on the cam, I'm sure you get tired of going through cam stuff all the time. Oh, yes the timing chain is new, never run.