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How many times have you wanted a better power producing thumper of a cam, only to discover that you need more than just the camshaft itself? You need new valvesprings, new retainers, new chain, new lifters, new rockers, on and on...pretty soon the $400 cam bill approaches $1500! Some simply care only for a choppy idle for cruisin the car shows. Some want max torque for rock crawlin' mudders. Not everyone is out to build a 6500 rpm stroker. If that is you, read on. The 360 is factory rated at the crank with 345 tq, plenty to move a 4500lb truck around on 87 octane. But what if you could have 450 tq on that same low compression engine with only 3 items? That is what the UTP 450 camshaft was designed for. The cam had three requirements: first, it must work with stock valve springs and retainers, second, it must still have enough vacuum to run the brakes and three, it must make well over 400tq with the factory 9 to 1 compression. I chose my specific lobes on this cam to pull 10-11" vacuum, keep cylinder pressures at 120-130psi and only need a SCT Tuner to make it run. But since so many heads have been replaced, thinner head gaskets are out there and decks may have been cut on blocks during a rebuild, you need to change out or ensure there is no play in the timing chain. Clearances are based upon a factory stock engine, meaning 360 pistons deep in the block, 0.043 crush head gaskets and stock 1.6 stamped rockers. We baseline dynoed the 360 and once my break-in is complete, we are going right back on the Mustang dyno to flog her. This cam is not for the 318 with its less cubic inches and flattop pistons. It would be lucky if it pulled 7 to 8" of vacuum! There is a cam I am testing for that cubic inch stocker later. As for spec's of the camshaft, we are not going to give it out. Just know it is slightly bigger than stock. You may find out from your buddy who is running it, but we are not going to give it out. Too many copied our famous 210x cam in the past years without spending the time and dyno money testing and designing that lobe. But even the 210 cam needed aftermarket valve springs. This camshaft does not. But we do have a better valvespring option for it that will free up 500-600 rpm. It is a PAC Racing Beehive and 10 gram retainer. It is a perfect match for this profile camshaft. So the three things needed are, the camshaft, new timing chain and the SCT Tuner with our custom calibration. Our before dyno was 211hp and 295tq at the tires on the big ole Ram at 5000feet and turning 37" mudders. After the camshaft only install, stock valve springs, peak tq was still at 3300rpm and 254hp and 348tq. We gained a solid 40hp and 50 tq at the tires from only a cam swap. At 4500rpm, the cam was leveling out on the stock springs and the stock intake manifold, right where we needed it to fall off. Engine was a 95k miles 360ci with shorty headers, single exhaust, K&N and SCT tuner. The only thing added was the UTP 450 cam.
  
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