catalog of conceptual build plans for the b.b.ford sticky

sdiesel

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the momentum currently being experienced on this boad coupled with the, ahem, aged experience and ahem, wisdom of the ,ahem elders here,
I thought a good idea might be to catalog the wide number of current or conceptual build plans to hold in perp.

for example:
"these part numbers with this combination at this c.r will/did/should produce this kind of power for this application
: car, truck, bus, drag boat etc.
if we collect this into one area it might be valuable to we in the future.
certainly we don't have to repeatedly till the same soil over and over every time a newcomer or a fellow who changes directions in his build, ask the same old questions.

we can pull from the catalog a certain build that will get him close. then if he modifies that plan, ,that modified engine gets a file in the catalog too.

we can also do this with components as they might be modified or custom fabbed. intskes, exhausts, custom designs etc.
cams part numbers and components that do/do not work with certain cams....
 

GPGoverMPG

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Supporter 2021
Great idea. I however like the comments and exchange of ideas makes me get out of my box and think a bit. On the flip side I've used the search function and the results were less than satisfying. Capturing the knowledge is always a good idea we used to call it a continuity folder.
 

Max_Effort

Well-known member
Supporter 2018
I came here looking for combos and had trouble finding them. I asked for direction and did get some help. Using google to search was helpful, I'd suggest a sticky on using a search engine to search the site.

In the brief time I've been here, these seem to be the most asked for topics.

Builds / Combos

compression ratio with xxxx parts

Head porting (inc chamber mods)

Camshafts and lifters/ timing components (gears)

Valve train inc rockers/ springs/ pushrods/ valves/

Ignition systems

Intake and exhaust (manifolds/headers carbs etc)

There are already sub forums for fuel injection and turbocharging
 

sdiesel

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the need for this one stop source really began to materialize in my mind when a. few years back Paul Pmuller got involved here.
his unrelenting focus on cams, made it obvious that there is a huge expansion of knowledge just in that area
a sticky with successful builds doe not preclude the banter back and forth between builders.
it hopefully would provide the simple fundamentals of various possible combinations.

somewhere on here I believe I saw a list of all available cams for this engine.
that might be a starting point
 

pmuller9

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300/240 camshafts

grind # part # I lift/E lift Dur @ .050" I/E Dur @ .006" I/E Lobe Sep Angle

STOCK FORD
.397”/.397” 192/192 268/268 110deg (intake lobe center @114 degrees ATDC)

COMP CAMS
252H (66-236-4) .433"/.433" 206/206 252/252 110deg
260H (66-237-4) .447"/.447" 212/212 260/260 110deg
268H (66-248-4) .456"/.456" 218/218 268/268 110deg

CRANE CAMS
H192/2667-2s-12 (500511) .429"/.458" 192/204 248/260 112deg
H-260-2 (503901) .458”/.487” 204/216 260/272 112deg
H-272-2 (503941) .487”/.515” 216/228 272/284 112deg
H-224/309-2-6 (500211) .497”/.523” 224/234 288/298 106deg
H-238/3347-8 (500641) .539”/.539” 238/238 294/294 108deg
F-238/3200-2-10 (501181) .515".537" 238/248 304/314 110deg (mech flat tappet)
F-246/359-2S-6 (501211) .578"/.589" 246/250 282/286 106deg (mech flat tappet)
F-256/3634-2S-8 (501311) .585"/604" 256/264 292/300 108deg (mech flat tappet)

CROWER CAMS
248HDP (19210) .405”/.411” 184/192 248/254 112deg
252HDP (19211) .426”/.440” 192/196 252/258 112deg
260HDP (19212) .443”/.448” 202/210 260/268 112deg
266HDP (19213) .456”/.461” 210/213 266/274 112deg
284HDP (19205) .509”/.517” 220/222 284/290 110deg
274FDP (19311) .528”/.539” 238/242 274/280 105deg (mech flat tappet)
284FDP (19312) .558"/.563" 248/252 284/290 105deg (mech flat tappet)

HOWARDS CAMS
280106-12 .448"/.475" 205/215 259/269 112deg
280026-08 .448”/.448” 209/209 263/263 108deg
280936-10 .480”/.480” 213/213 267/267 110deg
280996-10 .501”/.501” 221/221 275/275 110deg

ISKY CAMS
331-M (mile-a-mor) .415”/.415” 194/194 248/248 108deg
331256 (256 supercam) .450”/.450” 202/202 256/256 112deg
331262 (262 supercam) .445”/.445” 208/208 262/262 108deg
331280 (280) .465”/.465” 224/224 280/280 109deg
331TA (turbocycle A) .445”/.415” 208/194 262/250 114deg

MELLING CAMS
MTF-6 RV/TORQUE .451”/.475” 204/214 280/290

CLIFFORD CAMS
93-3021 .474”/.474” 206/206 264/264
93-3031 .478”/.478” 214/214 272/272
93-3081 .498”/.498” 226/226 280/280
93-3111 .510”/.510” 232/232 290/290
93-3102 .562”/.562” 242/242 302/302
93-3162 .532”/.532” 240/240 270/270 (mech flat tappet)

SCHNEIDER CAMS
248-56H (13913) .424”/.448” 194/204 248/256 110deg
256H (13911) .448”/.448” 204/204 248/256 112deg
256-2H (13917) .448"/.464" 204/208 256/262 112deg
131H (13910) .464”/.464” 208/208 262/262 112deg
262-70H (1391:cool: .464".472" 208/214 262/270 110deg
135H (13919) .472"/.472" 214/214 270/270 110deg
270-80H (13920) .480"/.480" 214/222 270/280 110deg
270-90H (13914) .480"/.480" 214/230 270/280 110deg
140H (13912) .496”/.496” 222/222 280/280 110deg
284-88H (13921) 512"/512" 224/232 284/288 108deg
155H (13916) .520”/.520” 248/248 310/310 108deg
130F (13900) .480”/.480” 220/220 260/260 110deg (mech flat tappet)
127F .464”/.464” 208/208 254/254 112deg (mech flat tappet)
264-74F (1371) .512”/.512” 224/232 264/274 110deg (mech flat tappet)
256-64F .480”/.480” 214/224 254/254 112deg (mech flat tappet)
142F (13902) .512”/.512” 240/240 284/284 110deg (mech flat tappet)
136F .488”/.488” 230/230 272/272 110deg (mech flat tappet)
292-96F(13915) .584”/616” 258/262 292/296 108deg (mech flat tappet)
148F (13907) .584"/.584" 262/262 296/296 107deg (mech flat tappet)
304-14F (13904) .560"/.580" 260/264 304/314 108deg (mech flat tappet)
320-32F (13906) .600"/616" 274/284 320/332 108deg (mech flat tappet)

LUNATI CAMS
10660700 .466"/.483" 207/213 250/256 112deg
10660701 .483"/.499" 213/219 256/262 112deg
10660702 .499"/.522" 219/227 262/268 112deg

ERSON CAMS
E270101 (RV10H) .448"/.448" 208/208 280/280 110deg (Actual .006" duration is 270)
E270121 (TQ20H) .478"/.478" 214/214 292/292 111deg
E270321 (Hi-Flow AH) .504"/.504" 220/220 284/284 110deg

For those of you that have an interest in roller cams:
Bullet Cams makes the cam cores and will grind a roller cam for the 240/300 six.
Speak with John Partridge.
 
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Wesman07

Famous Member
Supporter 2020
Here is the list of available cams. If you go about halfway down you will see all of the valve events are listed which are needed for calculating things like DCR.

viewtopic.php?f=2&t=69462&hilit=camshaft#p532392

This is a tough subject because you can’t always do what someone else did. If you miss one important ingredient, you got a mess of expensive metal, or a dud, or something that is frustrating to drive.

I will say it is very frustrating when you follow someone’s seven page build and it stops as soon as the engine runs. It’s like never seeing the ending to a movie.... I want to know if the six cylinders lived happily ever after!
 

pmuller9

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Cylinder heads:
240 heads have a 68cc combustion chamber.
300 heads up to 1986 have a 76cc combustion chamber.
1987 and later heads have a 68cc heart shaped combustion chamber. These are the EFI heads

Heads up to 1984 have stud mount rocker arms with slot shaped pushrod holes in the head to act as pushrod guides.
Up to 1977 the 3/8" rocker studs used a 3/8 x 24 self locking adjusting nut.
The 1978 to 1984 heads use a shouldered 3/8 positive stop rocker stud with a 5/16" x 24 nut with no adjustment. The nut is torqued to the stud shoulder.

1985 and 1986 carburetor heads and 1987 and later EFI heads have pedestal mount rocker arms with round holes in the head for the pushrods.
1984 and earlier heads use a 4.810” long valve while the 1985 and later carb and EFI heads use a shorter 4.750” valve.
All have 11/32” valve stem diameter, 1.780" intake diameter and 1.559" exhaust diameter
SI valves is the source for 240/300 valves that are the 4.750" and the 4.810" long stock lengths and stock valve diameter.
SI also carries the 1.94" intake and 1.60" exhaust valves in both 4.750" and 4.810" lengths.

If the head is converted to screw-in rocker studs then the SBC 4.910” long valve can be used for oversize valve installation as well as the SI 4.810" long Ford 300 1.94"/1.60" valves.
Vintage Inlines now carries the 4.810" long 1.94"/1.60" valves.
The 1985 and later heads will need pushrod guide plates when converting from pedestal to stud mount rocker arms.

Chevy 250 six, Big Block Chevy, Ford 460 and Ford Cleveland 1.650" length rocker arms can be used with the screw-in studs.
However please note that the Ford 240/300 spacing from the rocker stud center to the valve tip center is typically 1.59" which makes the BBF and BBC 1.650" length rockers long and ideal rocker geometry can not be achieved and rocker roller tip travel is nearly quadrupled.
The Harland Sharp roller rockers have the correct length at just under 1.600" and provide the correct rocker geometry as does the Chevy six rockers.
Scorpion 1059 are 1.73 ratio pedestal mount roller rockers for the Ford 300 six. They are a direct bolt-on for the 1985 and later heads

The EFI heads with the heart shaped chambers promote swirl and are considered "fast burn".
These heads require less ignition timing as a result and should yield better fuel economy.
However because of the valve shrouding the heads flow less than the earlier 300 large chamber heads below .350" valve lift.

Piston and connecting rods:
All 240/300 connecting rods are forged steel.
The 240 rod length is specified at 6.7947” and the 300 rod is 6.2097”. They are generally rounded up to 6.8" and 6.21"
The 1965-1968 240 and 300 rods have a .912” wrist pin diameter. 1969 and later rods have a .975” pin and an oil spit hole in the big end of the rod.
All rods are .992” wide at the big and small end.
Rod journals are 2.123”

Crankshafts.
The 240/300 light truck and car crankshafts are cast iron.
The F600 truck and some of the industrial engines used forged steel crankshafts.
There are 2 forging numbers for the 300 forged crankshaft.
The 4 digit prefixes are
C5TE
C6TE
The next 4 numbers are the base part number and the last letter is the revision level.


240/300 block deck height is 10.00”
240 stroke is 3.18” and 300 stroke is 3.98”
Standard bore is 4.00" for all blocks.
Cylinder bore length is about 6.40" depending on where you measure it.
Rotating assemblies will interchange between the 240 and 300 blocks.

A favorite combination is to use the longer 240 rod on the 300 crank.
This allows for a shorter and much lighter piston along with a higher rod length to stroke ratio.
The .912” pin rods allows the use of Ford 302 and 351W V8 pistons.
The .975” pin rods for 352 and 390 Ford FE V8 pistons.

The small 2.100” journal BBC rods have a .992” wide big end can be used with custom pistons.
These rods use the SBC 2.100" bearings.
The 300 crank rod journals are turned down form 2.123" to 2.100" to accommodates the BBC small journal rods.
The 6.385” long small journal BBC rod is available as an “off the shelf” item.

The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.

The cam bearing housing bore on the Ford 300 engines manufactured after June 4th, 1985 was changed to make production installation quicker.
Previously all four housing bores measured 2.1440.
The late style block with the casting number E1TE-6015AA, has the following cam bearing housing bore dimensions:
Location Part # Bore Diameter
1 E5TZ-6261A 2.1590
2 E5TZ-6262A 2.1440
3 E5TZ-6262A 2.1440
4 E5TZ-6261A 2.1590

There are two main thrust bearings. A 3.567" OD flange and 3.602" OD bearing flange.

Here are stock replacement retainers for use with the Comp 903 spring.

For those that want to build a very high rpm 240 including turbocharging where the rpm is only limited by the valve train.
Molnar makes a 7.130" long billet rod for the Chevy 292 six that will fit the 240 crank.
The 240 crank journals are turned down to 2.100" and the journals are widened .035" so a generous radius can be formed for extra crank strength.
https://www.12bolt.com/store/p32/292_Billet_long_Rod_set_Molnar.html



Use a custom forged piston that has a 1.28" CD with a total piston and pin weight under 600 grams and have a screaming six.
 
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THE FRENCHTOWN FLYER

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pmuller9":3cd9qcqh said:
The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.
I think the 144 / 170 / 200 / 250 six uses unique lifters (both solid and hydraulic, depending on application).
 

Lunatic Fringe

Well-known member
Crower has another cam; 248°/252°,.558/563(.593/.598 w1.7 ratio)105° Mechanical .
Schneider has a couple as well:260°/264°,.560/.580(.595/.616 w1.7) 107 Mechanical.
:274/284°,.600.616(.638/.655 w1.7) 108 mechanical.

I'm debating between the first 2 right now (1.7 ratio) for my combination and will go to the last one if they're not big enough.

Will post the final combination when I finish assembling it.
 

pmuller9

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Lunatic Fringe":1tbc14g8 said:
Crower has another cam; 248°/252°,.558/563(.593/.598 w1.7 ratio)105° Mechanical .
Schneider has a couple as well:260°/264°,.560/.580(.595/.616 w1.7) 107 Mechanical.
:274/284°,.600.616(.638/.655 w1.7) 108 mechanical.

I'm debating between the first 2 right now (1.7 ratio) for my combination and will go to the last one if they're not big enough.

Will post the final combination when I finish assembling it.

The cam list has been updated
 

88F15088

Well-known member
sdiesel":3nuyb5jl said:
for example:
"these part numbers with this combination at this c.r will/did/should produce this kind of power for this application

I am working on this for my boosted build. I want to get results for the following combinations:

-stock motor @ 5-7 PSI boost
-rebuilt motor with cam and big valve ported head (N/A)
-rebuilt motor with cam and big valve ported head (5-7 PSI)
-rebuilt motor with cam and big valve ported head (20-25 PSI)
 

Max_Effort

Well-known member
Supporter 2018
THE FRENCHTOWN FLYER":3429qwi2 said:
pmuller9":3429qwi2 said:
The 240/300 lifter is .875" and is common throughout the Ford six and V8 engine families.
I think the 144 / 170 / 200 / 250 six uses unique lifters (both solid and hydraulic, depending on application).

AFIK,

The small six and the FE V8, use the same lifter.

The big six and all other pushrod V8’s use the same lifter. (Excluding the Y-block).
 

54-4x4

Well-known member
Pistons



It would be nice to have a list of which pistons work with the various rod lengths and pin sizes to get the correct deck height and compression ratio with the different combustion chambers as well.
 

sdiesel

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useful good stuff here thank u to all.

any more contributions , to keep this all in one location?
when a build is finished perhaps a list of components, and intended use could be helpful.

as always, paul, a gratitude to you for your effort and generslly ur presence here "on board".
 

guhfluh

Famous Member
I am currently searching for a list of options for screw in rocker studs for a carb head. I have seen mention of many different ones, some requiring milling the stud bosses and some not, but it's hard to sort through and pinpoint what works. I'd like to find a simple combination that works with just a drill and tap of stock holes, stock valves and 3/8 or 7/16 BBC or etc rocker.
 

pmuller9

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guhfluh":2o79hpym said:
I am currently searching for a list of options for screw in rocker studs for a carb head. I have seen mention of many different ones, some requiring milling the stud bosses and some not, but it's hard to sort through and pinpoint what works. I'd like to find a simple combination that works with just a drill and tap of stock holes, stock valves and 3/8 or 7/16 BBC or etc rocker.
The following ARP studs have the longest adjuster thread and are short at 1.75" length.
They will give you the best possible chance of not having to machine the towers.

7/16 studs:
ARP 135-7101, 180,000 psi tensile strength
ARP 235-7201, 200,000 psi tensile strength

3/8 studs:
ARP 134-7101, 180,000 psi tensile strength
ARP 234-7201, 200.000 psi tensile strength
 

bubba22349

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I made this post a Sticky! Plus there is a lot more info in the General Tech : read only, section for big six'es (see the link below). (y) :nod:

viewforum.php?f=102
 

pmuller9

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Engine Dimensions for installation.
Thanks to Max_Effort

300%20installation%20drawings%202.jpg
 
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