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DynoCams 356-224  Cam for 223/224 Engines
DynoCams 356-224 Cam for Wildcat 223 & Predator 224 Engines
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DynoCams 356-224 Cam for 223/224 Engines

Part Number: 356-224
Online Price: $120.50
DynoCams 356-224 High-Lift Camshaft for Open Modified Predator 224 & Wildcat 223 Engines
Availability: In Stock.

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Description

DynoCams 356-224 High-Lift Camshaft for Open Modified Honda & Clone Engines


The DynoCams 356-224 is a true high-lift racing camshaft, engineered for open modified Honda and small-block clone engines that demand maximum airflow, RPM capability, and valvetrain stability. Offering one of the highest valve lifts available for the 224-core platform, the 356-224 is purpose-built for fully modified engines, especially those running billet cylinder heads and large carburetors.


Compared to the 315 grind, the 356-224 features slightly increased duration paired with significantly more lift, allowing aggressive engines to continue making power deep into the RPM range. This camshaft is a proven choice for competitors chasing top-end horsepower and peak RPM performance in extreme modified classes.


High-Lift Strategy: Cast Heads vs. Billet Heads

Cast Cylinder Head Builds
For high-performance cast heads such as the EC WC946-5, we recommend:

  • 1.1 billet ratio rockers to keep total valve lift under .400”
  • 26–28mm carburetors for balanced airflow and signal stability

Most cast heads reach their airflow and stability limits around .400” lift. Exceeding this threshold often provides little additional airflow while dramatically increasing valvetrain stress and instability.

Billet Cylinder Head Builds
For fully modified engines using billet heads, the 356-224 truly shines:

  • 1.2+ ratio rockers are supported
  • 28–32mm carburetors recommended
  • Peak horsepower potential approaching or exceeding 10,000 RPM

For these extreme combinations, titanium valves, precise rocker geometry, and 1/4” chromoly pushrods are strongly recommended to maintain durability and control at sustained high RPM.


Race-Only Application Warning

Due to its high lift, long duration, and overlap, the 356-224 is not recommended for recreational use, trail riding, cruising, or endurance racing. Idle quality will be rough, part-throttle drivability is reduced, and sustained high RPM operation places significant stress on the valvetrain. This camshaft is intended strictly for competition-focused, wide-open-throttle applications.


224-Core Design & Stroker Compatibility

The 356-224 is built on a .550” journal 224-core, engineered specifically for modern stroker and high-RPM combinations:

  • Narrowed lobes for connecting rod clearance
  • Lobe-to-lobe clearancing for 58mm stroke crankshafts
  • Thinner compression release for crank counterweight clearance

This design allows the camshaft to drop directly into Predator 224cc and Tillotson 224cc engines, as well as stroked 196cc and 212cc builds using 58mm or longer crankshafts, without additional crankshaft clearancing.


Engine Compatibility

Direct-Fit Applications

  • Harbor Freight Predator 224cc Non-Hemi
  • Ducar 224cc Non-Hemi
  • Wildcat 223 Hemi
  • Wildcat 240 Non-Hemi

Fits Engines with .550” Cam Journals

  • Predator 212 Hemi
  • Tillotson 212E
  • Ducar 212
  • Honda GX200 / 196cc Clone

Does NOT Fit

  • Predator 212 Non-Hemi
  • Predator 224 Hemi


Required Supporting Components

For safe and reliable operation in the intended RPM range, the following upgrades are mandatory:

  • Billet connecting rod
  • Billet or aluminum flywheel


Camshaft Specifications

  • Recommended Class: Extreme Modified
  • Target RPM Range: 8,500–9,000 RPM
  • Spring Pressure (Int/Ex): 36 lbs+
  • Valve Lash (Int/Ex): .003"
  • Ignition Timing: 36° BTDC

Cam Profile

  • Intake Open: 51.6° BTDC
  • Intake Close: 93.5° ABDC
  • Exhaust Open: 94.0° BBDC
  • Exhaust Close: 54.8° ATDC
  • Lift (Int/Ex): .3555" / .3555"
  • Centerline (Int/Ex): 108° / 108°
  • Duration @ .050": 254.3° / 254.5°

FAQ

What type of engine is the 356-224 designed for?

The 356-224 is built strictly for open modified and extreme modified Honda/Clone engines. It is intended for high-RPM race engines with upgraded valvetrain components and is not suitable for recreational or endurance use.


Is the 356-224 a high-lift cam?

Yes. With .3555” cam lift, the 356-224 is one of the highest-lift camshafts available for small-block Honda/Clone engines. Valve lift will increase further depending on rocker ratio.


What rocker arms should be used with this camshaft?

  • Cast cylinder heads:
    Use 1.1 ratio billet rockers to keep valve lift under ~.400”, which is the airflow and stability limit for most cast heads.
  • Billet cylinder heads:
    1.2+ ratio rockers can be used to fully exploit the cam’s lift and duration.


Is this camshaft compatible with billet cylinder heads?

Yes. The 356-224 is ideal for billet heads and high-flow cast heads designed for high lift. It performs best when paired with large carburetors and aggressive valvetrain setups.


What carburetor sizes work best with the 356-224?

  • Cast head builds: 26–28mm carburetors
  • Billet head builds: 28–32mm carburetors

Larger carburetors help support the airflow demands at higher RPM.


Is the 356-224 suitable for street or recreational use?

No. Due to its long duration, high overlap, and high lift, the 356-224 produces a rough idle and reduced part-throttle response. It is intended only for full race applications.


Does this camshaft work with stroker crankshafts?

Yes. The 356-224 uses a .550” journal 224-core that is:

  • Clearanced for 58mm and longer stroke crankshafts
  • Designed to prevent compression-release interference
  • Compatible with stroked 196cc and 212cc builds


What supporting components are required?

At minimum:

  • Billet connecting rod
  • Billet or aluminum flywheel
  • Upgraded valve springs (36 lb recommended)
  • Precision rocker geometry and pushrods
    For billet head builds, titanium valves and 1/4” chromoly pushrods are strongly recommended.


What RPM range is the 356-224 designed for?

The camshaft is optimized for 8500–9000 RPM, with some billet-head combinations capable of pushing higher depending on airflow and valvetrain stability.


How does the 356-224 compare to the 315-224?

The 356-224 has:

  • Significantly more lift
  • Slightly more duration
  • Stronger top-end power
  • Higher valvetrain demands

It is a step up from the 315 for builders chasing maximum peak horsepower rather than drivability.

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