Looking for Peanut small roller cam(s)

[racprops]

A small request.


I would very much like to get a couple of cams that everyone is throwing away.


It is a roller cam that is often called The Peanut Cam. I only know that It was mainly used in a 1990 SBC 350 in a Cadillac car.


Its torque peek is at 2200RPMs. Its specs are: Low RPM 350 Cam: Duration 179.5/192.2 Lift .350/381


This cam will be used in a Van.


I also want a stock roller lifter spider holder


Thanks.


Rich

 

[Supercharged111]

A small request.


I would very much like to get a couple of cams that everyone is throwing away.


It is a roller cam that is often called The Peanut Cam. I only know that It was mainly used in a 1990 SBC 350 in a Cadillac car.


Its torque peek is at 2200RPMs. Its specs are: Low RPM 350 Cam: Duration 179.5/192.2 Lift .350/381


This cam will be used in a Van.


I also want a stock roller lifter spider holder


Thanks.


Rich

I think that was a 305 cam? @L31MaxExpress knows the answer there.

 

[PlayingWithTBI]

It is a roller cam that is often called The Peanut Cam.

Sorry, all I have is a flat tappet peanut cam I'll sell ya , JK!

You must be registered for see images attach

 

[Schurkey]

Closest I have is from a '91--'93 Chevy/Buick/Caddy B- and D-body LO5. And I wasn't planning to remove it for a few weeks.

HYDRAULIC ROLLER CAMSHAFT

INTAKE LIFT-.359" * EXHAUST LIFT.384" *

INTAKE DURATION @.050-186.5 * EXHAUST DURATION @.050-193.8

LOBE CENTER SEPARATION -110.3

CAMSHAFT MECHANICAL SPECS:

INTAKE VALVE OPENS @ -16.9 BTDC * INTAKE VALVE CLOSES @ 23.4ATDC * INTAKE LOBE CENTERLINE - 110.3

EXHAUST VALVE OPENS @ 25.6BBDC * EXHAUST VALVE CLOSES @ -11.9 ATDC * EXHAUST LOBE CENTERLINE - 110.3

 

[racprops]

Well I know it is real as I personally took one out of a 1990s Caddie's SBC 350, that engine was used to build my 383, and had it read on a cam doctor.

Wish I still had it.

And i already have a flat tappet cam in a 93 Chevy van with the same torque peek of 2200 RPMs.

Rich

 

[racprops]

Closest I have is from a '91--'93 Chevy/Buick/Caddy B- and D-body LO5. And I wasn't planning to remove it for a few weeks.

HYDRAULIC ROLLER CAMSHAFT

INTAKE LIFT-.359" * EXHAUST LIFT.384" *

INTAKE DURATION @.050-186.5 * EXHAUST DURATION @.050-193.8

LOBE CENTER SEPARATION -110.3

CAMSHAFT MECHANICAL SPECS:

INTAKE VALVE OPENS @ -16.9 BTDC * INTAKE VALVE CLOSES @ 23.4ATDC * INTAKE LOBE CENTERLINE - 110.3

EXHAUST VALVE OPENS @ 25.6BBDC * EXHAUST VALVE CLOSES @ -11.9 ATDC * EXHAUST LOBE CENTERLINE - 110.3

That is so close I would say it is the same cam, giving some error to the old read on a old cam Dr.

I can gladly wait, I am in no big rush just want to put together a clean G20 Van 350 and slightly upgrade it while I replace the timing chain.

Thanks let me know when your ready.

Rich

 

[454cid]

I didn't realize Cadillac used the 350 in the 90s....any idea what the rpo was?

 

[Schurkey]

LO5. Cadillac Fleetwood Brougham

About the same as the light-truck LO5, but with flat-top pistons instead of dish, and the roller cam.

The service-replacement crate engine was 12513151 (long ago discontinued.)
I bought mine in...'99 or 2000. Was in my K1500 for about twenty years before popping a head gasket.

 

[racprops]

Great, thanks, so I was on track...The cam I had came with NO numbers so it was impossible to find it listed anywhere so I ended up taking it to a guy with a cam doctor, he read it and I had to wait about 25 minutes as he search all over his shop...when I asked what was going on he said he was looking for a mild stock cam as he felt I would not like such a baby cam.


I said I was going to run it as I was rebuilding a 350 for a van and wanted low RPM power. Or I would upgrade it to a 383, which I later did convert and got talked into a wilder cam to suppot the bigger engine.

A couple of years a guy next door sold me a clean used TBI 350 which checks out as a flat tappet van engine with 193 hears, asset of clean spark plugs and good main bearings etc. It still has a stock timing gear set and chain and felt a roller cam and timing set would put it right as a spare engine. And I still have a clean set of roller lifters having swapped Rhoads lifters into the 383 build.

BUT I figured I would never need that cam and swapped it in on the wilder cam. Never say never and here I am.

I remember I was concerned about that cam as it was from the early 90s and I was led to believe the factory was playing games with their cams and some might be advanced or retared and want to be able to degree it in the rebuilt engine straight up.

And had heard or read they did these things in such ways it was impossible to tell without a timing card.

Was that BS or truth??

PS This all happened around 2004...

 

[racprops]

OMG The things that pop up at last after so many years...run that crate engine number found this

The service-replacement crate engine was 12513151 (long ago discontinued.)

GM #12513151 350 Crate Engine Specifications:
9.50 to 1 Compression Ratio
2–Bolt Main, 1-Piece Rear Seal, 4.000” Bore Block
Cast Nodular 3.480” Stroke Crankshaft
Cast Iron Heads, 64cc
1.940” / 1.500” Valves
0.351” / 0.386” lift, Hydraulic Roller Camshaft
180° / 195° Duration @ 0.050” Lift

After so many years...

And I had found this but it was only close:



Engine a LO5 SBC 350.

About the same as the light-truck LO5, but with flat-top pistons instead of dish, and the roller cam.


All I was able to find back then was this:

Engine manufacturer:

GM Chevrolet Small-Block V-8 350

Engine type: spark-ignition 4-stroke

Fuel type: gasoline (petrol)

Fuel system: indirect injection

Charge system: naturally aspirated

Valves per cylinder: 2

Cylinders alignment:V 8

Displacement: 5733 cm3 / 349.8 cui

What power?


Horsepower net: 175/185 hp (SAE net)

Torque net: 295 ft-lb @ apox 1800/1900 holds until 2300

Cylinder head:

L05s were used primarily with casting number 14102193 (64cc combustion chambers) cylinder heads with swirled intake ports - the intake ports were designed for fuel economy (the design was also shared with the 103 heads used on the 4.3L with TBI). The swirl ports (known to GM as a vortex chamber) along with the irregular shape of the combustion chambers limit the airflow and horsepower output where they did not provide a fast burn, later phased in with the 1996+ Vortec heads. A majority of the L05s used with the truck/vans had conventional flat tappet camshafts while the Caprice 9C1 (1989–93) had a roller cam. L05 usage was replaced by the LT1 after 1993 in GM B-Bodies until production ceased in 1996. In mid-1996 the L05 was equipped with Vortec heads used in the 1996 G30.


And a couple of years ago I learned a trick I NEVER heard of on how to down shift a 1950s 3 speed T95 with either a R10 or R11 Overdrive at speed into first gear without grinding teeth...just have it IN overdrive and with it free wheeling and push in the clutch they would down shift LIKE a fully sycoed gear....

Sadly when I had a 56 Studebaker with that transmission back in the day I ground a lot of gears downshifting and there was NO info about HOW to use those old transmissions...