I wonder if you guys can take a look at Crower grind #266 HDP, part #19213.

To me it looks very close to Comp's #260, but with a few more thousandths v. lift, and a dual pattern with about the same duration as the 260 too, and a 112 LSA, yet they call it 'a hot street and drag' cam!! And state you need 10.25:1 c.r. minimum, a high stall t.coverter, and careful attention to rear gears? Really? I think someone put that description in the wrong spot. It makes me wonder if it even lopes at idle.

 

Well, it is a performance level 4 cam. Performance level 1s are stock replacement types. Comp shows the 260H as good for stock replacement...obviously improved over stock though. Then there is the single pattern V dual pattern thing thrown into the mix too. A few thousandths here and there, a degree or two here and there can alter the characteristics quite a bit.

 

No, I disagree. It has the same LSA as the 260, with slightly more duration 1 degree on the exh., and slightly more lift. I'm telling you, someone has mislabeled that cam. When you get over .500 on the lift, and 220 @ .050 duration, then you're approaching a drag cam. But that Crower is nothing more than a slightly warm Comp 260.

The comp 268 has more lift and miles more duration, with LESS lsa, and they call that a moderate performance cam. How does a cam with less everything, except more LSA!!, jump to full blown drag cam? They are blowing hot air!!

 

You hit it on the head perfectly, Kevin.

All they're doing is blowing hot air to the yuppies who don't know what the numbers on the cam mean, so they can get more sales.

Comp cams all the way.

 

Whoever did the website entered the wrong "performance level" that simple.




That's just BS. Some website techy hit the wrong button, that's it.

Comp is great unless you want a cam larger then a 268 for the 240/300. Then it's a custom grind.

I'm going full Crower valve train on my build.

 

I wonder about their v.springs they recommend for that and other cams. It supplies only 80 lbs at installed height. Is that enough? I know Clifford recommends 110 lbs for their cams. Isky springs give 135lbs!

 

I'm sure the terrorists want world peace too.



IMO, if you're going bigger than a Comp 268, you must be intending on doing something pretty wild with the 300. The Comp 268 is about as good as it gets without getting out of the 300's good characteristics and overcamming the motor.

Flow is only so good on these heads, and I wouldn't run the 268 without some good port work and a 3-angle valve job. If your putting the cam in there, get all you can out of it.

I could see a cam bigger than the 268 if your doing something like ftf300 does.

 

Well lets see: Custom forged pistons, Higher compression ( somewhere between 9.5-10.5:1, haven't decided yet ) , P&P'd head, ARP rod bolts, main & head studs, Custom grind Crower cam ( basically the 19205 with a 112-114 LSA ) , Crower stainless steel roller rockers, Custom fab'd intake and headers, QFT 750 cfm E85 blow thru carb, Shelby GT 500 Eaton M112 supercharger and an air to water intercooler.



Is that wild enough?

I think between the higher compression, head porting & valve work, larger then most aftermarket intake and headers, big carb and the blower it should flow plenty for the big cam.

And it's not quite like FTF's rides. Check my signature for the answer to what it's going in.

 

Why heck yes it's wild enough! You'll make a LOT of v8's cry when they go to sleep at night.

It's even cooler going into a 54 Ford on a 78 chassis! I'm reading the thread now.

I wonder what that motor would run in 1/4 mile while it's sitting in a 64 or 65 Falcon with a pair of slicks on the back. Hmm...

Getting off topic here, but I think the 268 Comp is a better deal than the Crower 266. The Comp just seems to keep the 300 more in it's power range.

 

High static CR and a blower? Kinda odd combo. Usually, a blown engine starts with CR in low 8's, to make the most use of the boost.

 

If you are reading my build thread I hope you have a lot of free time!!! It's got more twist and turns then most mystery novels. I tend to change my mind a bit on what chassis I'm going to run.

 

Maybe you missed it but I'll be running it on E85. Between it's cooler burning and it's 105 octane rating it can handle the higher static compression with the boost. If I wasn't going to run the blower I'd be going with a compression ratio around 12.5:1 or higher. E85 loves high compression!

 

I suppose E85 can cope with ~10:1 CR and a blower pretty decent, but it will still limit the amount of boost PSI that can be fed into the engine. Even with ARP head/main studs, there's only so much combustion pressure the engine will be able to handle.

I thought about trying to tune one to run on E85, but it's too derned scarce around here. It's easier to find 100% gasoline than it is to find E85, and that's saying a lot, since nearly every station in the area has ethanol blended fuel......

 

The engine won't have any issues handling it. I'm shooting for 10-12 pounds of boost max. The only part I'm worried about is the head gasket. I'm trying to find a MLS head gasket for a 240/300. But so far I have only found one for the small 6's.

No problem finding E85 around here. And it's a bunch cheaper then 87 octane! I decided on a supercharger instead of just a super high compression for one main reason. If for some reason I can't find E85 or have any major issues with it starting in the winter. I can just unhook the blower, swap the carb and I can run it on 93 octane. I couldn't do that if I was running 12.5 or even higher compression.

 

Fordman--

Why don't you open a thread about your engine. Then you can talk all you want about it. That way every time someone responds I won't get an email telling me someone has responded to the cam issue, and I won't waste my time going and reading about your engine when I think I'm going to read about a cam.

A little common courtesy ...