You shouldn't have any problems, but do check the new cam agaist the old one. They are stamped 6250, the basic part number.That does mean its a 6 cylinder 250 cam... :mrgreen:
Yours would have been a 252 degree at lash item as per the 1965 change over. They changed the cam shape to make clearance for the close range 3.126" stroke crank....it gets so darn close to the conrod it just not funny.
This was done in mid 1963, before 200 came out in 1964.
Some overseas cams cores don't fit because they are machined for 144, 170, or 188's. The 250's have the same problem, cam is very close to the rods.
When the cam is cast wrongly, it can hit the conrod weights, and advancing or retarding options are limited. It happened to Jackfish a few years ago. The reason the short deck 200's, and tall deck 250's sh!+ themselves when a rod bolt goes is that there is so little clearance between the conrods and camshaft....they become interferance engines.
Here is
JackFish's cam which hit the rods, purely becasue the cam grind master wasn't indexed or machined correctly at birth.
viewtopic.php?t=65908
JackFish":17j2xsgc said:
Putting the engine back together and advanced the camshaft 4°.
Turned the engine over with a wrench and found number 3 and 4 rods were coming into contact with the cam and blocking rotation. :x
I just came back from trying 2° advanced and they are just barely missing each other. Too close for comfort.
So was my camshaft not properly relieved?
There flat sides that correspond to the rod rotation.
I'll post a pic if I can get a good one.
Stock cam:
Clay Smith:
The worst for it are the X-flow blocks around the 1985 era, where the combination of cam grinding, crank grinding and conrod castings were all pretty poor, and there were a whole bunch of new low tension piston rings, piston and chamber cc', and different heads and intakes and distributers. When detonation set in, they could take a big cr@p when a typically marginal strength Ford conrod bolt loosened up under detonation. I pulled apart a 7:1 compression Fairlane AIT Turbo engine which had a rod through the cam...it is sadly typical of the low compression XF engies that have had earlier high compression XE or XF parts swapped in. Leaded fuel engines that have low duration 256 degree cams, the XF's had a range of cams, compressions and management systems, and the wrong bits could total them. The right rod bolts, a mild clean up and de-dg of flash, and the right clearances and piston ring types, and any 200 or 250 is a standout engine which won't give you any trouble.
