FSPP camshaft profiles (finally)

[Kstang]

What is the profile of a stock 65 200 cam??

Also why i am asking, what is the redline for our engine's with a stock bottom end?

 

[rbohm]

8)

MustangSix wrote:
I smell turbo!

.... sorry jack, that was me.....

next time asa, do that outside!

 

[Mustangaroo]

AZcoupe,
Are thoses cam valve lift's with 1.5 or 1.6 ratio rockers?

 

[CoupeBoy]

What is the profile of a stock 65 200 cam??

ask and ye shall recieve
http://phlegm.us/FordSix/tech/Engine/Ford_Six_Camshaft_Specs.html

-ron

 

[AzCoupe]

Ben, those are with 1.5 rockers.

 

[Anonymous]

now I wish that I didn`t get my cam all ready :x

 

[Anonymous]

so with this cam am i for sure going to have to get new springs? i remember at cliffy's they would only warranty if you got one of their better springs, if so, is clifford the only source i can get these at, as i don't have $400 to buy roller rockers

 

[Anonymous]

if i go for a 264 cam what other things would ineed to do in order for it to run smooth on my fairly stock 200 (bored .040) and recently rebuilt??? i real new to all this stuff...but a 264 cam looks beter than the comp cam 260 i ws interested in...

 

[Anonymous]

Comp Cams, and others I'm sure, have springs. I haven't compared the prices with Clifford. You could look at comparable lift and duration for their cams and then see what springs they recommend.

Remember, you just want enough spring pressure to make sure everything follows the cam profile up to the maximum rpm you intend to run. Extra spring pressure beyond that only increases wear and costs horsepower.

Graeme

 

[AzCoupe]

I talked with the cam supplier today, and they can supply springs, retainers, etc. But the person I've been working with wasn't there to give me prices, so I need to call back on Wed. or Thurs. I'll update the post when I know.

 

[addo]

RogueS: Graeme is right; there are plenty of sources for springs. The trick is to get them NO STIFFER than you will need. A lot of cam places will try to cover their backsides like was mentioned of the Clifford's stuff. Overspringing gives more wear and less HP.

Any increase in seat pressure recommends hardened inserts to me.

Adam.

 

[Anonymous]

I have spoken with four different cam manufactures, including Isky when we were at SEMA last fall. All suggested a dual pattern cam in applications using the OZ heads or Offy trips due to the increases in CFMs on the intake side. Applications with the stock log and a single carb would not see much benefit in dual patterns.

Designed especially for the small sixes with modified (increased) carburetion. Specifically the OZ heads, Offy triples, and large duces as they offer more CFM than most shelf cams were designed to handle. Dual pattern for better exhaust capabilities.
Adv 268/274, 208/218 @ .50, .453/480 lift, 108° lobe centers.

Good vacuum, lopey idle, RPM range 1500-5800, can run higher compression due to smaller lobe centers (lowers cylinder pressure) they recommend minimum 9.4 CR, suggest 2000-2400rpm stall with auto trans. and a minimum of 3.20 rear gears (preferably 3.50). Durations were kept low to maintain low-end torque, lobe centers give more midrange, higher lift yields better overall and top end power. Said the cam should work really sweet for a daily performance driver.

I can have these ground to any specs I want, so if you want to make changes, feel free to e-mail me with what you want. If I order on Monday, I can have it by Friday. They are working on a hotter shaft for more top end performance and for use with manual trannys only. Have also requested a cam that is a bit milder for those of you who are so inclined. Remember, these shafts are being designed to optimize the additional CFMs that we are adding to the intakes, while still maintaining the fairly restrictive exhaust. The idea is to make the most of what we have to work with.

This cam was designed with a C4, 2000 stall converter, and 8" 350 gears in mind.

Mike,

I went back to some of your old posts to answer some of my questions first. So I assume the cam specs above are for the log heads. The dual pattern cam is still the hot ticket for those of us with Aussie heads. I thought the one you had listed in your previous post (above) might be a little aggressive for my purposes (daily driver, beach curser, freeway flyer). I’ve been playing with some numbers on a custom grind: (262/272 206/216 .425/.445 109 – 1500-5500) based on these engine & drive train specs:
Carb - 350 Holley 7448 2bbl on adapter.
Ignition, Pre '68 distributor w/Pertronix module (must ensure that vacuum advance is operating on early pre-68 distributors) w/Pertronix flamethrower coil.
Cylinder head 250 2V head with 1.75" SS intake valves and 1.5â€￾ SS exhaust valves, Hardened valve seats, 5/16 bronze guides three-angle valve grind, pocket ported, exhaust port divider installed. Aftermarket valve springs, adjustable rockers, mill the head to the desired compression ratio (8.9:1 to 9.2:1) ARP head bolts (one reduced shank head bolt on the Driver's Side rear-most bolt hole from a 75-80 Fairmont) with hardened washers and a steel shim head gaskets (.025â€￾).
Bottom end - 200 block decked to zero, use the stock dished piston, Molly rings, ARP rod bolts, balance the rotating assembly, and Dual Roller Timing Chain.
Cam, custom dual pattern cam. ?????????
Oiling system - Baffled oil pan with windage tray.
Transmission, C4 Auto trans w/2000 stall converter
3.50:1 ratio 7.25" four lug rear end.
Exhaust, single outlet headers 2 1/4" single exhaust system w/ Dyno-Max low-restriction Turbo muffler.
Opinions and recommendations on the custom dual pattern cam grind specs welcome. Sorry for the long post, but how about the use of color

 

[AzCoupe]

Don,

These are just the first profiles I'm stocking. Before its all said and done, I will probably have ten to twelve. But that's a ways off. Money is the biggest issue. To get a good price on the cams I have to pruchase a set number in each profile. Judging the reaction on these, I think I may drop either the 280 or the 280H (have till monday for the final commitment)and go for a cam that is one step down from the 264. Altho I can still order them in a one off if needed, I just don't get the price break. The next three will be dual pattern cams.

By the way, does anyone know the installed height on the springs for a 200?

 

[Anlushac11]

8)

My Haynes manual says the installed height is 1 9/16" to 1 19/32"

 

[Anonymous]

The 1st cam is similar to the one I am running on the L6 and would highly recommend if ya need some extra torque/daily driver/ocassional strip

264 Hyd. HIGH TORQUE CAM-Oh Yeah!

In opens 20 Ex opens 64
In closes 64 Ex closes 20
Duration @.050 214º/214º
Lobe center 112-114 (can't remember, but needed the high vacuum for the fulie)
In vavle lift .500 Ex valve lift .500

C-TOWN

 

[Anonymous]

Mike, I haven't bought a cam yet, so I'm a candidate for the 264. With my C4, lobe centers of about 112 sounds right. I have to admit I understand the principles, but look to others for specifics--and then make an educated guess.

From the look of my 2V head, a dual pattern would be better, but I understand we're a small segment of the market.

By the way, Ragtopman, my plans are about identical to yours.

Good work, Mike.

Graeme

 

[Crosley]

I'm sorry to see the big cams not get produced.

 

[Anonymous]

I agree with the idea of getting a dual pattern cam for a 2V sounds like I good idea. Although I seem to remmember someone who sounded like they knew what they were talking about giving dual pattern cams a bad rap, I just cant remmember who it was and why.
I can say fairly confidently that there arent too many who want a cam that produces peak power at lower rpm than the original for performance. Except maybe for towing.
If the standard cam in the latter crossflows could be used as a bit of a guide, they are fitted as standard with a bit hotter cam and peak power comes in at about 4000+ rpm and is a about a 270 advertised duration cam (according to a previous post). Then this would be a good all round cam and with a bit more lift on it and would be about equal to 208 at 50 (270 advertised) in a Crow cam which peaks at (4200rpm accurate). Although I would prefer to get peak power a bit closer to the redline than 4000 rpm so a 214 at 50 (4800 peak) (is crows max performance cam without changes to diff ect a 214/224 at 50 rec 3.2 diff changes) might be ok although I would probably try to get something in between 208 and 214 for a 250 next time round.
Its hard to get some sort of a comparison that holds up because so many things can effect the way a cam performs. Thing is, if people want a good plend of performance and economy they have to be very careful and selective with the cam choice. Variables many times a changing. Mine is a 204 at 50 and is still good for 4000. It gives excellent economy and power increase C.O.M.E rate there 204 at 50 as the hottest of their maximum efficiency cams.
As for big cams, thats someone elses territory.

 

[AzCoupe]

I will still be offering the dual patterns, just not stocking them at first. Same with the bigger cams. At first, I need to stock the cams that will be in the biggest demand. If there is a certain profile you like and I don't stock it, I can still have it made. They will custom grind anything I want, and in just a couple of days. All you have to do is ask.

Stange Ranger post this a while back

Dual pattern cams normaly have more exhaust lift and duration to help out engines like the SBF that are somewhat restricted in that area. Since the SB6 is more limited by the intake than by the exhaust, especially if you've added a port divider and/or headers, it's not likely to get much benefit. You may want to go to Isky's web site and read the tech article on dual pattern cams. Isky doesn't much like them.

http://www.iskycams.com/techinfo_index.html

Isky may not like them, but others like Crane, Crow, and Schneider do. Guess it is just a matter of opinion. When we were at SEMA last year, the Isky rep seem to agree that dual patterns may benefit our small sixes with the OZ, Argie, or modified heads. I guess the only way to really know is to install a few different cams in a motor and dyno it each time. That could get expensive as you would need to pull the head for each cam. It would also be cool to test them with the different heads.

 

[Anonymous]

Thanks for the offer. I will not be doing anything for a while as mine is only newly re-built. But I do have plans for another, although I might go for a crossflow.
I thought it may be a hassle importing parts. But yours do seem to be worth the effort

Regards Tim