I gotta tell you guys I was impressed with the numbers on the 1641 with Scat c25 1.3 pauters 9.3 to 1 dual 40s ported heads 40 35.5 valves on the dyno pulling 115 to 125 hp. now that is a perfect combo....But i would be more interested if it was a 1679 thick wall.

When my uncle passed away he gave me his VW motor from the '70s It was a 1914 with a SPG roller crank and valve springs from a Toyota forklift motor😂 with dual 48 mm IDAs It was a pretty quick motor back in the day. Growing up hearing stories about it led to a lifelong nasty habit of buying derelict VW's and putting all my time and money into them 😂 thanks Uncle Tom, I wish you were still here and you could see my 2442 carcraft turbo motor The only thing left that's VW is the 009 distributor housing😂

The biggest difference from the 80's and now is the quality overall. Costs always go up over time.
In my 20's I had time and little money. Now it's a little more money but way less time
My first build was a 1776, cw crank, 110 cam, 041 heads (39x32), dual 40 Dell's. A sweet little ride.

As an aside here. There was a fellow some 25 or so years ago on the shop talk forums who posted detailed information on camshafts, compression ratios, displacement, NA or turbo. It made for a fabulous read which answered many questions. Thank you for the upload.

My daughters 73 Super Beetle is running a 110 with a Holley Webber progressive two barrel and counterweighted crank. It is very spunky. Funny that beastie with an open header sounds like a top fuel dragster. She hopes to get new heads and open her up to a 1914 in a couple years.

Thx. I remember when VW Darrin would do these cam comparisons vid like 10-15 years ago. Old school VW dude.

Thank you Mike for a all the knowlege, I wanted a Eagle 100cam and you confirmed that this will def work for my build and our thoughts match on all your info, that is nice to hear someone talk about something and confirm that for the most part I have the right plan and know what i'm looking for Thankx again buddy. Also the eagle 110 info was super important!

I worked in a shop that ground cams and if somebody came in with a cam that was making good power we put it in the grinder duplicator  section and grind a die to make them, then kick them out. And i seems like the price of stock crankshafts came up to stroker cranks, not that the strokers came down (in the 80's stock cranks were $40)

Gene Berg’s literature says nice things about the stock cam and that decent performance can be had with it adjusting other things in the combination.

Enjoy your content

Hey Mike ! in early 70s J.C. Whitney sold a lot of their reground hopped up cams ? Theirs on the back side was even with the blank and you had to deck your head to match it a little more than a 1/8 inch then top it off with a power pulley .    Dual springs tear the valve train up . Engle 100 if you have good springs are the limit . 110 you need high rev springs .

We live in the free part of the world, - untill further notice at least, so people can build whatever they like or want. Engle, - and Scat cams were the go to cams for several reasons back then. Price, availability and promotion from some shops at least. Another reason to the W110 getting the default choice with many engines is that it is forgiving. If it is ground accurate it is 3 degrees advanced in is lobes. This has its advantages. Especially back in the days several head guys ported their heads with waaay too large ports. (A few even do it today) The advanced lobes on the W110 helps keeping the mix in motion so the engine is not a total disaster. If you are after an engine to lump around town with and do a few stop light drags the W110 is fine, so is the C35. but if you go into, shall we call it detailed engine building, both cams lack finesse and power. One of the reasons especially W110 cammed engines have a tendency to run hot when pushed a little is, that the lobes are rather rough and - will - create a significant amount of valve bounce at rpm unless you run overly tight springs. But then you create heat with the springs, so it kinda becomes the choice of the lesser evil.
The C35 is ground kindof along the same lines, but they are NOT the same. When push comes to shove the C35 responds better to 1,25 rockers than the W110. If you want more lift and it has to be an Engle cam, go with the FK7 or even better, the FK42. (The FK42 can support very good power if the rest of the engine is up to it)
With stock ratio cams there are today several options. You are not limited to the old rudimentary Scat and Engle. Web, CB, Nowak and Raptor just to mention the most known. Then you need to choose the behavior you want of course.
Then several of the semi pro´s will come in and claim that it doesnt matter whether you chose the one over the other. They could not be more wrong, and it sadly just shows that they don´t know what really happens. Take the W110 in a given  dual carbed 1914 engine. The combo I have in mind (used a lot) typically pulls between 115 & 117 hp @ 5700 ish rpm and delivers about 170-174 Nm peak torque. Now take the exact same engine and swop the cam to one of the others in the same rannge  (I will not name it here, because a couple of the newer cams are close in power) and the engine will pull between 125 & 130 hp and 180-190 Nm torque, - at the same rpms AND run cooler from the simple fact that the cam is "cleaner" and sets the valves more gently so there is almost no valve bounce.
Like everything else cam technology has come a long way since 1965.
You mention the 2280 cam. I agree on that one. It generally performs better than what the numbers suggest.

😎😎😎👍👍👍

This Cam is Awesome It's My Favorite all Around Performance Cam That is Perfect For Day To Day Driving And With 42mm X 37mm Valves installed in an 1835cc Dub Engine it Has 1 Hell of a Med Range That Your Smack Dab In The Middle of While Driving Highway Speed !
This Cam Makes Great Usable Power Alot of Men including Me When l Was a Teenager Always Made The Bad Bad Mistake of Over Camming as l Call it and Ruined The Power of an Engine Back Then But That's all Changed Now So if Any of You Want A Great Performance Cam With Great Drivability Than l Strongly Urge You To Consider
The Engle 110 Cam You Can't Go Wrong With it it's Good To about 5500 RPM and With 1.25 Ratio Rockers Ups it To 6000 Grand You Just Simply Can't Go Wrong With An Engle 110 Camshaft

back in high school. a 1641 with bumped compression, a 110 cam and kadrons and merged header would beat 90 percent of cars on the street. same engine today wont beat the mail truck. we needed to step it up somehow. stock accords running 14s from the showroom. ugh.

Just watched your Engle 110 video, what’s your opinion on a 1968cc 42mmx37.5mm valves, 8.7 : 1 compression ratio, Engle 110 cam 2 degrees advanced, dual 34mm webers, in a 1200lb fiberglass dune buggy that we typically put 300 or more miles on in a weekend?

Currently building a 76x88 w/cb 2280 cam, for my SQBack. Looking for a nice freeway cruiser with some torque  to get out of trouble in today's traffic.  
I'll keep you posted.

am from Brazil and part here are way more expensive, am building a 1641 from my VW with a W100, going to use 2 solex 34s and the entire rest is going to be stock ( this engine is going in to a VW Gol so not much i can do for the exhaust) am not looking for  big power, just a bit better then OEM power

Hi Mike, would you be able to tell something about the webcam gr. 118. According to John its comparable to the 110 but with a better idle. Sounds good to me but not much info in can find on them.
Would be using it on stock heads with some work, 74/76 vw crank, 88mm thickwall slip in and Weber dual ict 34mm.

Scat C35 with 1.25 ratio rockers is more like the W110 with 1.1 rockers 👍