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Litshoot
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Group: Forum Members
Last Active: 3 days ago
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55blacktie (7/3/2026)
Isky's RPM 300, with 112 LSA, isn't going to give you the rough idle that you're looking for. If you're looking for "comparable power to the old low compression 292", why are you considering a supercharger? For camshafts, an Isky 301444 (E4) with an even tighter Lobe Separation Angle (LSA) than the advertised 108, might come closer to having the "rough idle" you want. Keep in mind that the tighter LSA will provide less vacuum at/near idle, In case you have power brakes. So it was a little vague, that's my fault. what I'm saying is as long as it doesn't make less power than the current engine at any point it will be good. Has no vacuum accessories, and manual trans. Seth
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cos
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Group: Forum Members
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Thanks Ted for info. Always wondered why Ford mentioned two different cams in the supercharger manual. I assume they detuned S/C cars a little for auto trans and street use. Have read the S/C cars build for NASCAR would make over 340 hp but it was all hearsay. Ever had one on your dyno?
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Ted
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Group: Administrators
Last Active: 2 days ago
Posts: 7.6K,
Visits: 206.0K
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Isky can still grind the Ford 0.290” hi-lift EDB camshaft on brand new blanks. I have been led to believe over the years that Isky was the original supplier to Ford for that particular camshaft and that it was originally designed for the dual quad 285 HP engines. The 285HP engine program was discontinued with the introduction of the supercharger engine and based on the inter-office memos, the first 100 supercharger engines received the 285 HP hi-lift camshaft. That first 100 supercharger engines were all used with standard shift equipped transmissions and were equipped so to be legal for the Daytona race that was coming up. Later supercharger engines received the production ‘D’ and ‘E’ code camshafts as they were more driver friendly when coupled to the automatic transmissions. In running the Isky hi-lift camshaft on period correct normally aspirated iron head engines on the dyno, it’s worth about 15 HP over the factory 1957 272 (B code), 292 (C code), & 312 4V (D code) and 312 8V (E code) camshafts. Camshaft: Iskenderian 301-S-903, solid tappet cam, 1.000” lifter face
Adv duration: 290°I / 290°E
Lobe lift: 0.290”I / 0.290”E
Valve lift: 0.415”I / 0.415E before valve adjustment w/1.43:1 rockers
Valve lift: 0.447”I/0.447”E before valve adjustment w/1.54:1 rockers
Valve lift: 0.464”I/0.464”E before valve adjustment w/1.6:1 rockers
Lobe centers: 110°
Duration @ 0.050”: 234°I / 234°E
Valve lash: 0.016” Int, 0.016" Exh, Hot Here’s the original Ford blueprint for the EDB-D (Supercharger) camshaft showing a completion date of Aug 11, 1956. This pretty much matches the Isky camshaft. 
  Lorena, Texas (South of Waco)
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cos
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Group: Forum Members
Last Active: Yesterday
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Like I mentioned , never had the stock supercharger EDB-E cam timing checked.
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55blacktie
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Group: Forum Members
Last Active: 7 hours ago
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cos (7/5/2026)
Hello I have had good results with the ford stock EDB hi lift (.290) blower cam. Ford mentions in supercharged manual that two different cams were used , only used EDB hi lift.. Back in early 60s local Ford YB guys could buy them over the counter for around $18. Oregon cams in Washington State claims to have a original one to pattern a regrind from. Been a few years but cost around $100 if you have a good core. I have a supercharger cam I bought in early 60s but never had timing events checked but lift is .290. .290 lobe lift x 1.54 rocker ratio = .4466 gross valve lift - .019 lash = .4276 net valve lift. What is duration @ .050? LSA?
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cos
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Group: Forum Members
Last Active: Yesterday
Posts: 202,
Visits: 119.8K
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Hello I have had good results with the ford stock EDB hi lift (.290) blower cam. Ford mentions in supercharged manual that two different cams were used , only used EDB hi lift.. Back in early 60s local Ford YB guys could buy them over the counter for around $18. Oregon cams in Washington State claims to have a original one to pattern a regrind from. Been a few years but cost around $100 if you have a good core. I have a supercharger cam I bought in early 60s but never had timing events checked but lift is .290.
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Ted
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Group: Administrators
Last Active: 2 days ago
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KULTULZ (7/4/2026)
How about advice for the average rebuild for a restoration (whereas all must appear OEM) or just a mild street version not requiring high-winding RPM's?
Just a mild bump-stick with valve-train improvements for a driver or mild street use?
The cam designs have progressed immensely from the fifties.For a near stock camshaft, anything that resembles the 1957 Ford camshaft that was installed in the 272, 292, and 312 engines is a good choice. For these, I use the Isky S-969 grind which has slightly more lift and a single degree less lobe centerline. These are worth ~10-15 HP over the stock camshaft in your typical iron headed engine and will still work with the Ford automatic transmission. If wanting just a little bit more rump in the idle, then have it ground on 110° lobe centers but does make it less suitable for a stock automatic transmission. Here are some particulars on that Isky grind. Camshaft: Iskenderian 301-S-969 custom, solid tappet cam
Adv duration: 242°I / 242°E
Lobe lift: 0.285”I / 0.285”E
Valve lift: 0.408”I / 0.408E before valve adjustment w/1.43:1 rockers
Valve lift: 0.439”I/0.439”E before valve adjustment w/1.54:1 rockers
Valve lift: 0.456”I/0.456”E before valve adjustment w/1.6:1 rockers
Lobe centers: 112°
Duration @ 0.050”: 208°I / 208°E
Valve lash: 0.019” Int, 0.019" Exh, Hot
Camshaft is installed at 107° intake lobe centerline (5° advanced) with new chain/gears
Lorena, Texas (South of Waco)
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55blacktie
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Year & model?
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KULTULZ
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Group: Forum Members
Last Active: 2 days ago
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How about advice for the average rebuild for a restoration (whereas all must appear OEM) or just a mild street version not requiring high-winding RPM's? Just a mild bump-stick with valve-train improvements for a driver or mild street use? The cam designs have progressed immensely from the fifties.
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Ted
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Group: Administrators
Last Active: 2 days ago
Posts: 7.6K,
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As Jeff brings up, it’s not witchcraft. What works for camshaft design for one family of engines does not necessarily work for another. An expert on a particular engine family will have a much better understanding for what a camshaft for a given family of engines will prefer in the way of duration, lift, and lobe centerlines for a given application. The power band can be made wider/narrower or moved lower/higher in the rpm range by altering the duration and lobe centerline values.
As a general rule, narrowing the lobe centerline value can make the torque value higher but more peakish in that it comes in later and leaves earlier. Just the opposite occurs when the lobe centerline is widened in that the torque comes in earlier and leaves later but does not have that peak value you see with the narrower lobe centerline value. The average torque in both scenarios for a given rpm range still remains the same but is simply spread out more with the wider lobe centerline value. And then the lift value comes into play as more open valve exposure and duration aids cylinder fill which in turn can make for more power when done properly but typically at a higher rpm.
The Engine Masters Challenge Ford Y-Block engine that produced over 600HP did so using a camshaft that was ground on 101° lobe centers but was installed at 98° intake lobe centerline (3° advanced). By capitalizing on the peak torque value this was producing, it scored very well due to the scoring format favoring the torque numbers over the horsepower numbers.
Lorena, Texas (South of Waco)
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