Hey JW,
you were speaking of a few different CompCams in a different post, I was unable to find these part #'s at CompCam site, what are the specs on the two cams you were referring to? (XE268H and XE270H). Are these hyd roller cams? Your right about getting different stories on the cams, even at the same company. I have a CompCam 35-351-8 in my 408 right now (.533int/.544exh-224int/230exh@.050) but this cam was for use with the blower, it has 114 lobe centers. I am looking for a non-blower cam now for this 408, that will still maintain good low end grunt, and develop decent HP. I'm considering the ComCam 35-518-8 (.555int/565exh-224int/232exh@.050), but I'm not sure how the clearances are for this one considering its a little larger on the lift. the tech I spoke with suggested this one. Any thoughts??I'm open to any other cam manufactuers also.
thanks!

 

Well the cams I am looking at are flat tappet. I put the specs below for the cam you listed 35-351-8 and they conflict with the specs you listed by a great deal of lift, and duration. What heads are on your truck now? Higher stall, lower gears? I will guess by your user name being 1994 that you still have efi and thats the reason for the 114 lobe seperation. So just for the sake of my knowing, which camshaft do you have now? the specs you listed or the comp specs. When we have that established, we can see what we come up with from there. later



XE268H

Camshaft Specification Table
Part Number 35-242-3
Engine 1969-1995 Ford
351ci,
Windsor,
8cyl.
Grind Number FW XE268H-10
Description
Intake Exhaust
Valve Adjustment 0 0
Gross Valve Lift 0.51 0.512
Duration At 0.006 Tappet Lift 268 280
Valve Timing At 0.006
Open Close
Intake 28 60
Exhaust 74 26
These Specs Are For The Cam Installed At 106 Intake CL
Intake Exhaust
Duration At 0.05 224 230
Lobe Lift 0.319 0.32
Lobe Separation 110


Magnum 270H

Camshaft Specification Table
Part Number 35-414-3
Engine 1969-1995 Ford
351ci,
Windsor,
8cyl.
Grind Number FW 270H-10
Description
Intake Exhaust
Valve Adjustment 0 0
Gross Valve Lift 0.5 0.5
Duration At 0.006 Tappet Lift 270 270
Valve Timing At 0.006
Open Close
Intake 29 61
Exhaust 69 21
These Specs Are For The Cam Installed At 106 Intake CL
Intake Exhaust
Duration At 0.05 224 224
Lobe Lift 0.313 0.313
Lobe Separation 110
Recommended Valve Springs 972


YOur camshaft XE270HR

Camshaft Specification Table
Part Number 35-351-8
Engine 1969-1995 Ford
351ci,
Windsor,
8cyl.
Grind Number FW XE270HR-14
Description
Intake Exhaust
Valve Adjustment 0 0
Gross Valve Lift 0.512 0.512
Duration At 0.006 Tappet Lift 270 276
Valve Timing At 0.006
Open Close
Intake 25 65
Exhaust 76 20
These Specs Are For The Cam Installed At 110 Intake CL
Intake Exhaust
Duration At 0.05 218 224
Lobe Lift 0.32 0.32
Lobe Separation 114

 

Hey JW,
oops...I listed the wrong part# for the cam that is in the the 408 now. The correct part # is 35-306-8 which should have the specs that I listed above. The engine was used with a Vortex X-Trim, and that is why the cam with 114 lobe seperation was chosen before, but it will not have a blower now.

I have TFS 2.02/1.60 fully port
Edelbrock EFI Truck manifold, also fully ported
4.56 gears w/detroit locker and 35" MTR's
PI 2400 stallion converter, but I will be looking to change this out as it is not recommended for towing. I needed to mention the towing aspect anyway. We will occasionally tow a 5400 lb boat with this vehicle also. Any thoughts on the converters?? Thanks!
Kevin

 

While jwtaylor brings a ton of great and accurate info to the forum please use the subject title for summing up the technical question you have. This way all can benefit from your question and his and others answers. JW will see your thread.

 

94F150-408

ratsmoker is right I spend way too much time on this website.

I had a couple of thoughts that you, may or may not, have already considered. As far as, the converter, I notice pi converters offers a two year warranty and in that time they will modify your converter for nothing if you wish, does that apply to you? Or you might ask them what it might run to modify your existing one for your current needs. tech line 281-828-7223. Otherwise, what are you wanting to spend? You should consult with the manufacturer on this, your looking to do a wide range of tasks,IMO, one being towing and another high stall to really accelerate. Something to think about, if we were talking a mild built engine then a one up stall converter would be the best of both worlds, but you actually have some hp and tq to work with, and balance between towing and acceleration, so I would definitely consult the manufacturer.

I looked at the cam specs for the comp cam #35-518-8, seems fairly close to the one you have IMO. I don't know if it would be worth your time and $$$. Does appear slightly more aggressive, slightly, and should make a difference, but again would it be worth what your spendig. A thought that did occur to me, you seem to have put a fair amount of money into the motor, have you considered a custom grind? You might call comp cam and ask them what one of their custom grinds might offer for your needs ( in the form of, more hp and usable tq) as compared to the off the shelf piece. If it is suggested that it would be a substantial increase across the rpm range, you might weigh the cost of the custom and off the shelf piece and determine if its right for you. Another company that makes performance ford engine folks happy is www.cammotion.com. I have heard many good things about them as well. Just a thought, lemme know what your thinking, later

 

Hey JW,

When I took all the parts out of my 95 Bronco (some dandy electrical work that someone else did caused an electrical fire and I sold the body and kept all the drivetrain) I only had about 950 miles on the entire drivetrain. The tranny is the E4OD with a Level 10 rebuild(still have some issues here too) B&M Deep finned pan and a huge cooler. When I put the tranny, cooler and converter in the F150 (had been sitting for about two and a half years) I sent it in to PI and had them bring it down to about 2400 stall, was at 2800-3000. I havent called to see if there are any mods that can be done to make it more usable for towing though. I have considered looking into Banks new line of converters and shelfing this one for a future project. Yeah, I know, I want a Mustang disquised as a truck. I know it's diffucult to get the best of all the worlds with alot of torque and HP too. I will call Comp and Cammotion though and see what they could come up with for a custom grind. The big reason I am thinking of changing it is that two of the respected Performance Ford shops here in the CA bay area both told me I might loose out on alot of my torque potential given the wide lobe seperation of the existing cam. But I'm not all that familiar with how much effect it would have. Also, CompCams said the same thing, but then reccommended a cam with 112 seperation (The 35-518-8). But maybe that brings the torque back down in the RPM Range? Is just 2 degrees of seperation worth a cam swap in this? Thanks

 

Well they might be right. 114 lobe seperation is less aggressive than a 112, the lower the number the more overlap. The more lobe seperation you have, the more low end off idle torque an engine has, given both cams have similar durations, I would think the one you have know would have more off idle torque. What they could have meant is the midrange torque would pick up going to the 112, which with your combo, obviously it wants to breathe and run, so going with a 112 to add a little torque in the middle might be a good idea, especially since you wanna make that sucker perform as you put it, like a mustang in a truck body and tow at that, hey, thats my idea of a hot rod. So you might very well be on to something changing the cams, but again I would wonder just how much differece would be added to the engines performance feel, thats me I am very skeptical. In the real world adding cams is accurate when thought out but still seems like a gamble, becuase they may or may not, react how you think they will. I would go with plan A, if you have interest and access to a good dyno, run that thing and gather all the info available and determine with the operator where the engine needs to be improved upon, based on your requirements. Then send that info to a custom grinder.

You mentioned that your converter wasn't intended for towing. Was that when you purchased it or when you had it brought down to 2400 stall? If your unsure you might ask, I would think it might be okay now, then again if it has something to do with the lock up function then maybe not, worth checking out I would think. A Banks converter would probably be a very good piece, sounds like shelving this one for the future project would be a good plan if its not usable now, for your intended purpose. Later, again lemme know what you end up deciding, sounds like you have a nice project underway

 

Thanks JW,

I think I'll have the Dyno done and probably try to cam this puppy up a little more. I have a VEX-1 computer that I had Race systems.com program for the Bronco, I'll talk to him too and see what he will recommend fo the computer. VEX or Truck, dont know what all the difference is, It was reccommended to change to VEX at the time I had the Bronco built, but it had alot of customization and I dont know if there was as much software available then to do this. When Race systems did the computer for the Bronco, his software generated HP estimates for this engine @ 12 psi were 800 hp at the flywheel...yeehaa! I might have to add nitrous to it this time to get back that feeling again, since it will be blowerless!

Anyhow, I wanted to ask too if your familiar with the in tank pumps in these trucks? would the aftermarket BBK 255lph fit in the truck? My existing pumps are old and tired, and rather than fork out the dough for stock pumps and something like a T-Rex inline booster, I would rather just go with these larger aftermarket in-tank pumps. The 255 lph with the 42 lb injectors might let me get away with a pretty good shot of juice, I would like to give it a 200+ hp shot if I can feed it enough fuel.

I think there was issues on that Precision Industries Converter due to the Stallion being a 9 1/4 rather than a 12?? I'm not sure but I'll give them a ring next week and see what their opinion is based on the lowered stall that they did to it already. I'll tell ya, you sure have to let anyone know that your truck is OK when they drive it with a higher stall speed and a detroit locker out back, it feels and sounds pretty funky!

Thanks again for your input!
Kevin

 

I think your right about the fuel pump. My question, why did you get rid of the blower?

well if you have a custom computer and access to reliable info then you might be able to get this thing close without ever seeing dyno, especially if you any previous data on the motor to provide.

What kinda compression does that thing have?

800hp at the flywheel, safe to say it had some get up, huh? later

 

I still have the X-Trim, just dont have the funds for the elaborate fuel system (I would have to sump two tanks for the truck) I used the Paxton Kamikaze pump (good up to 1100 hp) and 3/4 braided fuel line with 5/8 return, Paxton adj. reg(will use this on current set-up and paxton rails which also will be used on this truck. I wanted a little more reliability and longevity than I might get with the blower, although I still might change my mind in the future...considering this is girdled top and bottom, with all forged recip. and o wired TFS heads the blower fits into that scenerio pretty nicely. The compression is 9.0 with JE pistons and I believe the TFS are 66cc. I also dident want the additional down time for the entire rig. When you have to yank both tanks, have them sumped and build a fuel system it takes along time. On a former experience with a blower and using the vehicle for towing, I had some damage on a 351w with a 5 psi blower. I had Edelbrock heads with the wire ring on those and I was towing my boat one day and dident hear the slight pinging. The detonation caused pitting along the edges of the wire ring groove in the heads, which just got worse as this made some nasty hot spots. yea, more detonation then.So, now those heads are sittin around waiting on repair and a future project too. I'm sure that most of the issues I have had with centrificals could have been resolved eventually with computer tweaking, just never had that one tuned, dident like the FMU on that either. So now I though , hey just try her N/A. Still should scoot pretty well. Mass Air got UPS'ed bak to Pro-M today, so after that is redone for these 42 lb'ers, (had 36's reworked to 72's) I should be almost ready for install.

Yea, the 800 was pretty good gitty up if ya can hook up, I've always had fun over the years building stuff that no one else expects to whup a** on them!

So, what was your take on the fuel pumps?? You think the stang BBK's will work??

Thanks,
Kevin

 

I can't say for sure on the pumps, I think bbk offers pumps for the trucks specifically. Now if you have the pumps on hand, and are trying to figure out if they are the same, then you might give them a call to be sure, I don't know.

BBK PERFORMANCE INC.
1871 Delilah Street,
Corona, CA 92879-1800
Phone: (909) 735-2400
Fax: (909) 735-8892

later