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The wild card of the bunch is Cam C, which measures in at 227/241 degrees of duration at .050, with .531/.515-inch lift and a 107-degree LSA.
As one of COMP’s Thumpr grinds, Cam C was designed with a lopey, aggressive-sounding idle in mind, and as such, it has a tighter LSA and an earlier exhaust valve opening point.
The smallest of the lot, which we’ll call Cam A for the sake of simplicity, is a 224/232-at-.050 unit with .555/.565-inch lift and a 112-degree lobe-separation angle.
Cam B, the largest of the bunch, features 232/240 degrees of duration at .050, and .565/.574-inch lift, also with a 112-degree LSA.
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While the SAM crew slid Cam C into the block, since its duration specs fell in between Cams A and B, we expected horsepower output to fall somewhere in the middle as well. Cam C proved to be the most potent of them all despite giving up 5 degrees of intake duration to Cam B, and .034- and .059-inch of lift on the intake and exhaust valves, respectively.
Even so, how factors like lift, duration, and lobe-separation angle should affect the power curve are often quite different from how they actually impact engine output in real life.
Techno babble is fine for message board know-it-alls, but the ultimate truth serum for any camshaft is the liquid that flows through a dyno’s water brake.
In fact, the Thumpr produced more torque down low than the smallest cam in the test, in addition to posting the highest peak output of 466 hp at 6,300 rpm.
Peak output aside, the Thumpr trounced the 232/240-at-.050 grind by a large margin in the area-under-the-curve department, holding a 10-15 hp advantage throughout the majority of the power curve.