speed density friendly cam? - Ford Mustang Forums : Corral.net Mustang Forum
 
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post #1 of 17 Old 08-08-2010, 10:18 AM Thread Starter
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speed density friendly cam?

does anyone know if any of the ford cams are speed density friendly? i have a loud lifter in my 94 lightning and im just going to go roller when i fix it.


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post #2 of 17 Old 08-08-2010, 12:23 PM
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comp xe270hr14 i have this cam in a 88 sd coupe and love it. very driveable street character and boy does it rip to 6k. you will need dual valve springs.

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post #3 of 17 Old 08-08-2010, 09:34 PM
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The HO cam works you just need to advance it 4*'s any cam with 114* of lobe sep works.

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post #4 of 17 Old 08-09-2010, 11:37 AM
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Quote:
Originally Posted by 95Blitz View Post
The HO cam works you just need to advance it 4*'s .
In a 5.0 maybe, I say straight up with 1.7 rockers in the 5.8.

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Originally Posted by 95Blitz View Post
any cam with 114* of lobe sep works.
I don't know if I would go that far, I have the Comp XE264HR-14 in the 5.0 in my F150 and idle vacuum is only about 16in which may cause problems for an SD motor, my truck is mass air BTW. The Crane 444232 I have in my 5.8 works really well and has stock idle quality. To truely keep SD happy the intake duration needs to be under [email protected]" lift... along with an LSA no less than 114 deg.

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post #5 of 17 Old 08-09-2010, 01:25 PM
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In a 5.0 maybe, I say straight up with 1.7 rockers in the 5.8.


I don't know if I would go that far, I have the Comp XE264HR-14 in the 5.0 in my F150 and idle vacuum is only about 16in which may cause problems for an SD motor, my truck is mass air BTW. The Crane 444232 I have in my 5.8 works really well and has stock idle quality. To truely keep SD happy the intake duration needs to be under [email protected]" lift... along with an LSA no less than 114 deg.

If you put it straight up it won't have any bottom end torque. 1.7 rockers yup good idea.

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post #6 of 17 Old 08-09-2010, 04:03 PM
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If you put it straight up it won't have any bottom end torque.
I have a hard time believing that, that Crane I mentioned above has more duration than the HO and it produced gobs of TQ right off idle.

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post #7 of 17 Old 08-09-2010, 05:29 PM
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But you also have to remember a SD friendly on the edge of not friendly would be fine in a 351W. Your going to have torque no matter what.
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post #8 of 17 Old 08-10-2010, 01:01 PM
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I'm just telling him what is common knowledge on the Lightning forum. 4* for NA and 2* for a boosted app. But there are still better cams out there just none that cheap....

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post #9 of 17 Old 08-11-2010, 09:07 PM
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I have a stock 96 shortblock 5.8 with GT40X heads, lightning intake, and HO cam for my 4X4 truck swap. I just read this thread. Should the HO cam be advanced 4* for best torque, etc. in this daily driver 4X4 truck with the E4OD transmission too. Will this help/hurt drivablility and what are the negative effects of this? What is required to do this? A regular timing gear and chain or a special one?

I appreciate the help. I plan to begin the swap very soon so this is good timing.

The truck will have the 1.7 Ford roller rocker arms, Ford headers, dual exhaust, lightning throttle body and already has gears to match the tire size (4.11s and 33s). I want to gain power everywhere but don't want to sacrafice any low end torque for minimal top end gains. The truck is speed density too, that and the price are the reasons I chose the HO cam.

thanks for the help
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post #10 of 17 Old 08-16-2010, 10:36 PM
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Dang guys, I didn't mean to kill the thread. lol

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post #11 of 17 Old 08-18-2010, 07:42 AM
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Quote:
Originally Posted by conanski View Post
In a 5.0 maybe, I say straight up with 1.7 rockers in the 5.8.


I don't know if I would go that far, I have the Comp XE264HR-14 in the 5.0 in my F150 and idle vacuum is only about 16in which may cause problems for an SD motor, my truck is mass air BTW. The Crane 444232 I have in my 5.8 works really well and has stock idle quality. To truely keep SD happy the intake duration needs to be under [email protected]" lift... along with an LSA no less than 114 deg.
those limits maybe for a 302 sd truck,but in lightning land you can get away with more.that comp 264 u mention idles fine on a stock lightning ecm and a 351w.i tell most guys 220 on intake max and 114 or higher...each truck is differnt.i have tuned a few where they would idle fine with more duration,others are super picky.

i had this cam idling like stock in a gen 1.

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post #12 of 17 Old 08-18-2010, 07:45 AM
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Quote:
Originally Posted by TS 95Cobra View Post
I have a stock 96 shortblock 5.8 with GT40X heads, lightning intake, and HO cam for my 4X4 truck swap. I just read this thread. Should the HO cam be advanced 4* for best torque, etc. in this daily driver 4X4 truck with the E4OD transmission too. Will this help/hurt drivablility and what are the negative effects of this? What is required to do this? A regular timing gear and chain or a special one?

I appreciate the help. I plan to begin the swap very soon so this is good timing.

The truck will have the 1.7 Ford roller rocker arms, Ford headers, dual exhaust, lightning throttle body and already has gears to match the tire size (4.11s and 33s). I want to gain power everywhere but don't want to sacrafice any low end torque for minimal top end gains. The truck is speed density too, that and the price are the reasons I chose the HO cam.

thanks for the help
tim
take that cam and throw it in the scrap bin.it's junk...i tell lightning guys this constantly.btw come check us out on nloc.net
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post #13 of 17 Old 08-20-2010, 07:29 PM
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take that cam and throw it in the scrap bin.it's junk...i tell lightning guys this constantly.btw come check us out on nloc.net
Any suggestions? I have briefly surfed that site before. I'll check it out further.

thanks
tim
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post #14 of 17 Old 10-04-2010, 03:03 PM
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I used a Steeda #19 cam in my 94 Lightning and it idles like its supposed to be in there. Make sure its the 19 and not the 18, the 19 has a larger lobe separation. Made a pretty big difference in the torque down low and the hp up to 6k. Very happy with it.
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post #15 of 17 Old 10-06-2010, 10:25 PM
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I had already purchased the HO cam and my engine build was moved up due to somewhat necessity. I will eventually convert to mass air and perhaps a custom cam if the engine and computer aren't happy together and I am not satisfied with the performance. (I think I will be due to the use of the vehicle, but guess time will be the true decision maker!)

The engine is being built (well machined and balanced) now. Too late to change due to money concerns anyway.

I am interested in opinions on how a GT40X headed, lightning intake equipped, factory 5.0HO cammed, header and dual exhaust combo will behave with a stock SD F250 E4OD computer. Anybody got any ideas?

thanks
tim
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post #16 of 17 Old 01-02-2011, 11:28 PM
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I built a mild 351 Lightning shortblock with 1.9 170cc Ebrock heads and Explorer top port matched to a GT40-351 lower. It was going in a heavy car with an AOD so was afraid of over camming. My first foray into small block Fords. So, I went with a stock HO cam (after I converted to mass air, not expensive, bought an aftermarket adapter harness and used mass air meter).

Had it dyno'd just to make sure of air fuel ratio. Had pretty good torque for such a mild motor but the hp curve didn't rise much after just a little ways off idle. WAY under cammed! Even with 1.72 rockers.

Without changing anything else, I put in a TF Stg 1 and it was a world of difference. Even with the small heads. TF was only about $100, way cheap for a new roller. It's 218 intake @ 050 and I would have preferred something closer to 212 but can't beat it for the price. If I ever dug into it again I'd try advancing it 3 deg or so to stiffen up the under 2800 rpm torque just a hair.

The car as I mentioned was originally a SD car so had done some research on upgrading it before I ran across the 351 L motor. Here's some cam info from a couple guys that did a LOT of research and hands-on with SD 5.0's in Lincoln Mark VII's which weigh in at least 4,000 lbs.

http://www.mediafire.com/?rpcqb9s2g5a4sra

Just FYI you can usually find the mass air conversion harnesses pretty cheap on eBay, I think I gave around $30+ for mine a few years ago. I found a used 5.0 mass air ecu for an auto, worked fine with larger injectors and matching calibrated air meter (again, everything used) with no tuning or chips.

And here's some info on intakes -
http://www.musclemustangfastfords.co...per/index.html

I can't say enuf about the street throttle response of mine. I don't know how easy it is to find GT40-351 lowers any more, from what I know Ford quit making them some time ago. The next best street intake I would believe would be an Ebrock Performer (or Performer RPM) upper on top of a 351 pickup lower. Any of the high buck aftermarket ones are just too soft on low and mid range torque and don't beat the Explorer / Cobra type up until after 5k rpm, and how often do you see that kind of rpm?

I found my heads lo miles used at a great price and are great for a mild 351. AND no piston interference even with 1.72 rockers for about .535 lift. It's worth shopping for good used even if you have to wait awhile. There are often some twist wedges available pretty reasonable which make a great street head for motors like ours. Also no piston interference problems.

A couple other minor things - don't go a hi volume oil pump, in the 351's stock ones are more than adequate in street rpm ranges and don't waste HP pumping more oil than needed and dont' wear out distributor gears.

OH, you'll have to get the Ford yellow stripe gear for roller cams and switch if you're working with a Lightning distrib. From my experience, even with a drill press, I'd never tackle that again. Take it to a good machine shop after you do the measurements to determine gear height on the shaft. You can do a search to find out how.

Good luck!

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Last edited by macx; 01-02-2011 at 11:40 PM.
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post #17 of 17 Old 01-03-2011, 08:03 PM
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My engine haas been built. It hasn't been swapped yet. I went with the 5.0HO factory camshaft. I already had the complete GT40 intake. I have the 65mm lightning throttle body.

The engine was assembled with hyper pistons with ~ 9.5 to 1 compression, cam advanced 4*, rotating assembly balanced, standard volume oil pump, and distributor gear from the donor roller motor onto to a distributor mounted TFI module from another donor.

I went with ARP rod bolts and head studs. Drilled and tapped oil plugs, new ford replacement lifters, and double roller timing gear and chain.

I am using the GT40X heads and 1.7 crane pedestal mount roller rockers. Exhaust will be Ford Motorsport 1 5/8" shortie headers and dual exhaust.

My mass air swap will not be as simple as yours. Well, computer will have to be one to control the E4OD transmission too. I have purchased a lightning computer. I hope it works well enough for now. Eventually, I'll either find the parts for the swap at the price I want to pay or pay what I have to. Just not gonna do that right now unless I have issues.

thanks for the response
tim
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