VALVE TIMING OPEN CLOSE
AT .006 INT 24 58
EXH 70 20


You might want to talk to comp the reason my motor ran so well with that cam is because of the compression that I had. Comps number is 800-999-0853. With the pistons you are planning on using that cam would bring it down to 6.5x:1 effective comp ratio. So you might want to use the next step up in pistons which would be the 137's shouldn't cost anymore.

 

9.5:1 should be able to run 87 as long as you dont advance the timing too much. Only time you will have pinging problems is under full acceleration, so save flooring it for the track, when you can put an octane booster in the tank.

Depending on what else you put on the engine, 9.5:1 will probably make around 400HP.

 

Holy Christ, 400hp?!?!?! /me drools . . .

I'm probaby going to go with that Comp Cams xtream energy 4x4 cam, and the 9.2:1 pistons. I'll get it programed for 87 and 93 octane. Gawd almighty, i didn't think it would make THAT much power . . .

 

Welcome to the big leagues. =)

Just imagine the torque you're going to be pulling with that setup, too. Enough to have nocturnal emissions over.

 

Gawd, i hope i don't blow out drivetrain parts!!!

I'm getting aroused already!!! I've been trying to get ahold of Comp Cams, but i just sat on hold for about 20 minutes and then just gave up.

Even with all that power, though, i doubt i'll run any faster then 15 flat. It IS a huge, heavy, boxy car. But DANG, it will be cool!!!!

 

15's are doable. Why use a 4x4 offroad cam on a car? Trust me, you will NOT have low end torque problems with a 460. If you plan to take it to the strip alot Id suggest getting a Comp Magnum series cam, single plane intake, and a 2500 stall. I use those and the motor wants to outrun the truck. Now I need to clean the bed out cuz I keep leaving **** at the stoplight Thank god I tied the old transmission in

 

This is his daily driver I would not suggest the use of a single plane intake.

A 2500 stall would be fine though it will cost about $500 for the torque convertor.

For your application I would suggest a XE274H or XE262H these are extreme cams not extreme 4x4, although it doesn't really matter what comp calls it as long as it fits your needs.

Are you going to run headers or manifolds?
I myself would stay away from the magnums just because they are not split duration Ford engines like a little more lift and duration on the exhaust side.

 

I'm sticking with the stock intake and TB for the moment, i haven't found anyplace that has preformance intakes for an '89 460 engine. In terms of exaust headers, i'm split on that issue. NO ONE makes headers for a 1977 Lincoln Mark V/Ford Thunderbird (same car). I'll probably use the stock headers for the time being, and later i might make some myself (depends if i can borrow a friend's TIG welder). I'm gonna try to call Comp Cams again and ask their opinion on which cam.

I don't wanna start ****ing with the transmission. From what i've heard, the E40D is a so-so transmission, and this one has 80K on it, and with this power that i'll put through it, i think i'll just wait untill it blows up, and then biuld a stronger auto tranny. And i don't think i would do a larger stall anyway, as like i said, the almost ONLY use of this car will be daily driver. I'll take it to the track only like, once probably just out of curiosity. So i know while a 460 will have NO lack of torque, i still want as monsterously powerful of a low-end as i can just becasue the engine will be spending almost all of it's time in the low revs just puttering around town. I'm changing the gears from 2.73 to 3.25 and replaceing the posi clutches as well.

 

I forgot that you are fuel injected so the manifold comments don't matter anyways.

A 2500rpm stall would be good and it still has total driveability becuase it is a lock-up convertor style tranny.

I would definetly call Comp and ask what they reccommend.

It won't take long to tear up that tranny. We just had one rebuilt and extra performance stuff added to a 93 Lightning with a 10psi Vortech Supercharger on it. It definetly slams the gears and is holding up very well.

I talked to the guy at the shop that did that one and I told him I was building a 540CI stroker and wanted a E4OD that could hold up to it. He said no problem, they have been building E4OD's that are behind 800+ ft lbs of torque diesels and have not had any problems.

I am in KC if you can't find a good shop that knows E4od's in Chicago area send me a e-mail or PM and I will get you this shops name and phone #.

There are a lot of shops that say they know how to build an E4OD, but really have no idea what they are doing.

This guy that built this one also built one for a guy I've met that is running a 94 Lightning with a 11 second quarter mile and has had it for 3 years with no problems.

 

Hey Brian, are you running a higher stall converter with your E4OD? If so, how much? How high does your transmission temperature run? Just curious on these as mine was rebuilt when it was in the Bronco, but I dont know if the shop knew how to build a high performance E4OD,i I've found it running in the 200-210 range with the 2400- stall. Like you said it's hard to find a shop that knows how to do these to hold a lot of HP. I'm sure I'll be replacing it as it has some oddities to it already and that was behind the old tired 5.0. The 393 is finished and they fired it up today, so as soon as the computer is tuned I'll have it back and ready to blow up the parts behind all that HP!

 

Okay, i called Comp Cams and they actually told me that i could NOT use ANY of the cams that people here have been reccomending. They told me the only cam they have for my application is 34-255-5, grind number XE256H-14. They said that i CAN NOT use a carburetor camshaft in a fuel injected engine, even though i will be getting a chip for the computer. Again, this is a fuel injected engine.

At Comp's web site, this is what they say about the cam: "HYDRAULIC - EFI Speed Density, works with stock computer. Very strong Torque, Excellent mileage, good idle quality". The lift is only .490/.495, but he (the guy on the phone) said that for my setup lift isn't going to matter much if i want great low-end. It's got a lobe seperation of 114, whereas most all of their other cams are 110.

Obviously, as a daily driver, i guess that cam would probably give me the best real-world preformance and probably be the easiest to live with. Opinions?

Also, why can't i use a camshaft ment for a carbed engine with a Fuelie?

 

It is actually my friends but we work on it together. He has a Lightning with the stock 351W and a 10psi Vortech S-trim on it. He just went from KC, MO to Tulsa, OK with it a few weeks ago with a trailer and an 86 mustang on it in 90 degree heat and the tranny never ran over 190, and that was in overdrive. His is a 2500 stall purchased from Pickerel Performance.

http://www.pickrelperformance.com/index.php

The stall on these tranny should not be a factor on the highway since the tranny is in lock up mode anyways.

 

Oh, yeah, about the trans. About how much did haveing a strong E40D biult cost? I'm not going to do any work to this tranny seeing as i'll blow it up pretty quickly, but i should start saveing for a new one.

 

It was about $1300 for the rebuild +$500 for the convertor, but my friends already had some upgrades to his when it when in. He also already had a performance valve body that the shop installed for him. I could call him Mon. and ask if you would like me to for a qoute on a rebuilding a bone stock tranny.

I am not sure you want your tranny to shift quite as hard as his does it will bark 1-2 at 2500rpm part throttle. The shop can make it hit as easy or hard as you want, we like extremly hard shifts and less slip=less heat.

 

As long as hard shifts won't damage anything, i don't think i would mind much at all. While the car will be daily driven, 95% of the time i drive like an old person anyway. So while i wouldn't like it to be like dropping the clutch in a manual, harder shifts then stock would be cool. The stock C-6 in the car did have a really huge cooler (the tranny cooler was almost as big as the engine radiator!) which i will re-use, so i don't think heat will be too much of an issue (i hope)

Thanks for the offer of getting a quote, but i don't think i'm quite to that stage yet. I've got enough for the engine parts at the moment, but the trans is another story. I'll mess with getting a stock one to work for the time being. If/when the stock tranny does fail, what's most commen on them to fail? Would it cost me less to get a tranny that was working fine rebiult, or a fried one rebiult? If you do, though, do you think you could also ask him if he knows if the tranny has it's own computer or is run by the engine computer? I've still been getting mixed answers on that issue.

I'm not thinking too much about the transmission yet, though. Once i get the engine dynoed to know what sort of power i'm dealing with, then i'll think about screwing with the trans. but for the mean time, my main worry is getting a camshaft picked out.