which cam and tc setup

[63comet]

Heh All, I just rebuilt a 250 that will sport, 255 pistons, moly rings, Aussie 2v head, with headers and a H/W 2 barrel. As you know, I have in the Comet now, a 200, with flattop pistons, slightly modified log, with a 1 barrel Carter, dual outlet headers, dual exhaust, and a 264* Clifford cam I ran all last summer. I am debating which motor to put back in the car and also which torque converter I should use. Here is what I have, your help with the right combination is appreciated.
1) I have 2 newly rebuilt C-4 trannies, these have been dynoed and are ready to roll, they came out of 76-77 maverick's with 250's.( These are all new parts)
2) I have a newly rebuilt 8" torque converter that the shop that dynoed my trannies built just for my application. It has a 2600 stall, and I told him to build it for the 250 with the clifford cam which makes power from I believe, 2200- 5500, somewhere around there. I also have a stock converter, for the 250 that has been flushed and cleaned. (not sure what the stall is for stock)
3) I have the fairly fresh, about 4000 miles with the mileage on the valve train, Clifford cam that last year really came on , once I got the RPM's up.And I have a brand new Comp 260* (1000-4500 RPM's) cam with dual springs and one piece keepers, new lifters.

I am not sure which combo would be the best for the Comet, I know that the 250 will require a little bit more fabbing than the 1983 200 (it has already been in the car for a year), I also am going to mill the bell housing 1/8" from the faces of the C-5 tranny bell and use the bigger 164 tooth flexplate that came on the C-5 and bolt it right up to the C-4, so that I can use either tranny in either application.
Anyone got any idea which would be the best combo?

 

[63comet]

Heh All, Thanks for all your help.

 

[addo]

It sounds like you have enough bits for several cars. As Ben proved, the 2V will run happily on a stock cam (remember, I dialled a factory original 2V cam at 221/229 thou inlet/exhaust - yes, more exhaust lift). So the wilder ones may be overkill.

At a guess, stock stall would be approx 1900 RPM on the 250.

The other benefit of keeping the cam mild would be the lesser spring pressure required. I can't see why a maker would specify double springs on that cam you've mentioned, other than to cover themselves against Johnny Idiot over-revving it. FWIW, Crow in Australia specify single springs for these cams up to 500 thou lift.

250s are dropped in these engine bays all the time, over here. You'll likely have to move the radiator a little, and take the spacer off the fan, but that's about it. Watch that it clears the drag link. To my mind, the cars "lunge" a little more with the 250 at low speed acceleration, compared to a SBF's "urge" - probably the torque. This is something hard to explain - not really an issue, but you will notice what I mean when it's in.

I am jealous of all the flexplates you can pick and choose from. I am faced with having to make a custom one for my 221, it seems.

Cheers, Adam.

 

[63comet]

Heh Addo, actually, the double springs were from Clifford when I bought their cam last year, I also bought their cam package and it came with the double springs and keepers. I have learned since, that they not only won't fit the stock heads without some machine work, but that they are not needed with this application. I think I am going to run the C-4 with higher stall speed with the 250 and Clifford's 264* cam and keep the 200 to play with the other combinations. As far as installing the 250 in the comet, someone said I would have to fab up an oil pan, anyone know if this is right or is there a place to buy one?

 

[addo]

I wouldn't go a custom pan at this stage. The clearance can be determined by dummying with a block/pan only. More than likely, you can either pack the existing mounts up a little, or do some fabricating where the mounts bolt to the block.

Adam.