You don't mention your exhaust system?

The R cam should kick in at 2000 and die fast after 6000, like you want. It has a tight LSA, so degreeing it in properly is especially important. I'm pretty sure it is single pattern, so take off the tappet cover, rotate to cylinder 1 or 4 TDC at overlap at 0° and see if the intake is open marginally further than the exhaust. Ideally, you want to see equal overlap at 4° to 5° BTDC on any cam that is single pattern in a B20.

The Shcneider cam, which 274 is it? You can get a .300" and a .320" lobe lift, if you have a truely good head, the higher lift one will pay off, but at the risk increased lobe failure. I ALWAYS insist on a lower lift exhaust lobe since it doesn't need the lift + it is more prone to failure since the opening pressure is more than double.

Modern vs vintage is harder to describe in writing. A vintage cam consists of just 3 radiuses put to getter, 1st the clearence ramp which brings the parts together, 2nd the flank which opens the valve and 3rd the nose which decelerates all the parts before bringing it to a stop, then reversing direction. Modern cams have many more radiuses and can push many aspects to physical and metalurgical limits, so you get more area under the curve.

One problem with modern cams is not many people are designing them for B20's. We are using lifters the same diameter as Chevy's, so that's what you mostly get when choosing from American suppliers. Example Comp Cams all have way too much lift for X amount of duration. Crane Cams, OTOH, have a series of profiles designed for the old BMC-A Mini motor which has a smaller lifter, which means slower lifting speed and less lift, just what we want for an exhaust. Shneider has Mini cam profiles too, so I would get a dual pattern from them, if you can't make the R work.

Enem, Phil S. Sent me measured data on two of theirs, I do like the looks of them and a I would say they are 'modern', both having .315" lift. The other Swedish cams I don't know, because like most, they don't publish any meaningful data.

The Volvo cams, remember there is 3 different ages. A, B, and C are 1950's designs. The D is 1960's designed for the Amazon rally pack. K, F, R, S, T and U are fron the 1970's which makes them the same age as Isky's/IPD. Comparing the Isky VV-61 to a Volvo K, you will find the only real difference is the LSA, 108° vs 111° which basically means the VV-61 will have a little more output between peak torque and peak power.

So 1st, see if your R is installed properly, see if all the lobes are there, then try and make it work. If the head flows well at high lift, then adding higher ratio rockers to the intakes only would be great, if possible.

Some info on your exhaust is essential, flow figures on your head would be exremely helpful too! Also, what chokes and jets are in your carbies and what did you do with your ignition timing?

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69 142S Overdrive + 69 164S Manual