fast64ranchero":w6tsn0zs said:
pmuller9":w6tsn0zs said:
fast64ranchero":w6tsn0zs said:
Exact specs will be on the cam card when the cam comes. Over the phone specs are .571/.584 and 238/242 @ 50 on 113 or 114 he talked about both.
I have more Cylinder head and Cam than my bottom end can handle. Guess I should build a bottom end that will handle what the top end is possible of making. Now to go find that thread about those Toyota rods..
That's a little more cam than what I was expecting for street use but it will certainly utilize the head potential.
Which cam company is it.
Here is the connecting rod thread.
viewtopic.php?f=1&t=77943#p600461
Little more than I was expecting also. Started off even bigger but we backed it down. My only request to the tech was I want a cam that will start making power by 3K rpm.
I better put the Spring info in here also. Springs I am going to us are, Comp cam 7228, retainers are tool steel 1772 and locators are 4680. Installed height is 1.80" seat pressure is 137lbs, and 410lbs @ .625"
The short rod to stroke ratio will work on settling down the cam. I really prefer the Windsor 0.875" lifter Restrictor Jet NASCAR profile used in the 289 8.7;1 compression engine the late Frank Currie used. Its bang on the 50 thou and peak lift values you have. The cam choice is important, and its important to add just a little more duration at the 235 degrees at 50 thou level. The Big head ports are offset by excellent mixture motion Elmo put into blending the port and valve cuts, and the rod ratio softens the aggression. Lobe centers are best kept around 112 to 114.
You should look at what kind of induction works best. No judging you, if 4bbl EFi is your bag, then dive in, but the VI/ CI intake was never a real smoot supplier of juice to all six cylinders. I seriously wouldn't even look at a 4bbl Throttle Body EFi system, but port EFi and an Aftermarket ECM.
You and others like 67Six should pool your resources, and use the Holley Commander Port EFi.
I can't see any cam probelms. I like Sodium Mercedes Benz G wagon, or 280e/280SE 9mm or the earlier 10 mm quide valves, which have a lash cap/cup to to cope with cam lobe, and come in at a 5.16" length. This is the 253/304/308 GM Holden valve size, similar to the 283 chev, but with another 250 thou length. US engines that perform are V8's. The FE 332-352 designers who pushed the 144/170 engine into prodction during the Whizz Kid 18 month Crash Course McNamara instigated a course of down grading the FE valve lengths to suit the common German Cologne V4/V6 valve gear they had qued up for the planned front drive Corsair/ Cardinal subcompact due out in 1962. It was Y block with a twist. The FE valve gear, and longer 280 Twin Cam Mercedes Benz valves will get you a proper valve spring that won't chop out the cam lobes. You then have to decide....1.5, 1.6 or 1.73:1 rocker ratios.
With the exception for how to quell detonation, a little 200 with the right turbo will eat up the cam you have. Ak Miller and Racer Walsh were sticking far more aggressive bumpsticks in there 5.13:1 geared C4 trans 2 liter Pinto's with T04's in the mid seventies.
Stop using Fords downgraded valve length. Follow the Australian path ofr 7000 to 8000 rpm production racing engines. The longer valves were devised by Repco and were used in F5000, then the L34 and A9X 600 mile endurance racing V8's. The in line sixes in Sports Sedans and Super Sedans then used the same Chevy plus 250 thou long valves to allow the engine to rev without making Locomotive Springs for the stock short a$$ valves in XU1 GTR's and 2V 250's. All the Oval track and speedway guys dialed up aftermarket Yella Trrra 253 valves with V8 valve gear on 202 Holden Sixes and some 221 or 250 Falcons with the cutoff log head.
The 240/300's have the same stupid down graded valve height, mainly because of rocker ball valve noise and pushrod side plate noise in an in line six getting really bad when you go to bigger valve lift. So no one looks at 1.73 or 1.76 Fe or 1.75 Chevy rocker ratios, and taking advantage of the 0.875 " lifter to add some real early valve lift.
A set of Benz valves are at a wrecking yard, and you can then use some simple FE logic with lash caps, and rockers and springs which are supple enough to avoid over loading the cam. Rocker gear can be redrilled for Fords shaft rocker gear, of redrilled to suit the 200/250 valve pitches.
Fords 144/170/188/221/250 small six valve gear is a disaster, and shouldnm't be copied, but upgraded to FE parts, and use the SAME Internastional/ FE 427/428 Le Mans style sodium cooled valves and good old US LeMans winning endurance ideas. Not the stock crap thats giving you grief.