Econoline":120laphr said:
I need to use a different cam, don't want to really get into it why. Long story short, I'm going to sh*t can my cam. Which is to bad b/c it seems like a great profile for my setup, Erson 280101
I'm looking at the Schneider 262H. My concern is that I'm running an AOD w/ stock stall. I don't want any problems tuning. I want a good smooth idle, not a lot of lope. The LSA is 110 on this cam which brings the range into a better area for me but still a little high honestly, in my mind. I have 3.7:1 in the rear. Power brakes. Is this cam going to give me grief? Should I go with a 256/112? Van is 95% used around town or road trip. Little to no towing foreseen.
The engine is a 250, mildly ported C9 head, 1.75"/1.47" valves, 75# springs, stock exhaust manifold to 2.25" pipe into a 12" resonator and then dynomax single out, 1v RBS, 9.5:1 SCR, D dished pistons w/ .064" quench, 8.1-2~ DCR w/ those 2 cams. Was ~7.7 w/ the Erson cam. DCR drops .1 with the 262 but the range goes up 500-1000 rpm which I think is getting out of my use a bit?
Maybe I can get someone to regrind the Erson to the same specs or something a little better?
thank you
Seth
I'd PERSONALLY look at the cheepest Hi stall (F47 list) AOD converter. And look at a 250 dollar Transgo shift kit.
Ford made three "FACTORY" specs of AOD lock up clutch stall. First was the first 5.0 Panther 1650rpm converter, but the 4.9 big six used it too. (Aftermarket code is F52)
Then the 1250 rpm (aftermarket F52LS) for LTD/Crown Vic 351's and trucks with the AOD. A useless stump puller that's fine for a big truck.
Then the 2350 RPM (aftermarket F47), CFI 5.0 Mustang/Capri or some truck F150 5.0's
At the about $-180 to 199 buy now cost of an aftermarket F47 heavy duty converter, you get a 700RPM higher than stock spec 2.53:1, 2350 rpm stall 5.0 HO/5.0 EFI F truck, 5.8 E Van or some really early 3.8 AOD stall converter.
If you can find a good used one that hasn't been beaten on, you might spend less if its flushed and checked.
http://www.ebay.com/itm/Ford-AOD-High-S ... %3AMustang
F52 is the medium stall, ages old spec 2-bbl small block Ford used, similar to the Truck C4 and C5's and FMX's.
They were always 1650 rpm as measured with a 2-bbl 302. The up spec option for an AOD is the F47. Its stall spec (dating from the 1970 M code 351c 4v) was always the 2350 rpm stall converter, rated with an EFI or 4-bbl 351, or 2350 with a CFI (2-bbl so called 5.0) behind the AOD in 1984.
F52LS is a stump puller 5.8 truck converter, rated at about 1250 rpm
That's what I'd recommend, but I know you've decided to down grade to a lower duration cam, and that's fine.
Schneider Racing Cams do regrinds primarily. So your Sig Erson 280101could go to them, and get reground. They are one of the best around for fitting their profiles on stock cams. The problem with a 200 or 250 is the cam retard or advance. In most cases, the amount of advance is a lottery when the grinder fits the existing stock to the new grind master.
On a interferance engine like our 200's and 250's, there is a risk you'll have no option but one position for cam timing, especially on a 250, which is timed by the crank timing gear position, while the later 200's are retarded by the cam. You might find an offset keyway will still allow you to position the cam at an intake centerline of degrees (straight up in Fords pre emissions design speak) before top dead center, the ideal the factory used to set the dots before camshaft retarding occured in the 1972 250. Dot to dot setting on the timing gear then became retarded by two diiferent scenarios depending on engine type.
256S: 256/256 - 204/204 - .420/.420 - 112* they don't officially list rpm range but it is available on request
262D: 262/282 - 210/220 - .435/.450 - 110* they don't list rpm range but it is available on request
E280101 (also called RV10H)
Normal range 1250-4,300 rpm, Smooth idle, broad torque range cam for passenger cars, station wagons, pickups and RVs
280° IN SAE 208° IN 50 Thou 0.420" IN at Valve 111° LCA 4° Advance 0.000" IN Clearance
280° EX SAE 208° EX 50 Thou 0.420" EX at Valve 111° LCA 4° 111° LCA 4° Advance 0.000" IN Clearance
Basically, the 110 lobe center is what was used with 256 to 264 degree cams with over 450 thou lift on cross flow engines down here. Even a 1-bbl 250 will cope with a lot of duration and lift, the 1-bbl carb is the same size inside as the 300 big six carb, and flows enough air to make 160 net horsepower if there are Falcon Six Performance Handbook style modifications.