I really need some guidance on selecting camshaft specs for a 68 T-Bird project build.

I have 2 cars and most of 3 engines to draw parts from. 2 of the engines are original 429's of the C8 vintage and 1 is a D3 vintage.

I also have acquired 2 460 cranks, 1 set of 460 football bolt stock rods, and a set of new (old stock) 460 60 oversize TRW 4204F-60 .180 dished pistons.

My intention is to use one of the 429 blocks and update the internals to 460 cid and build a street cruiser with the guts to support a staged build 425-450 hp engine, with the power band in the 1500-5500 rpm range, starting off using as much of the stock hardware as possible (staged budget build).

The pistons and small chamber heads should yield approximately 473 CID at 9.9 compression ratio.

Heads will start off as stock C8's with mild porting. (With the option of future upgraded heads). Intake will start off with the stock cast iron square bore (heavily leaning to a Weiland dual plane but that will require hood modifications). Carb will start out with either stock Autolite or Holley 650 CFM ( I have these already), and as budget allows, progress to Holley TBI fuel injection system. Stock exhaust manifolds will be replaced with headers when the fuel injection conversion is done.

I want to get the cam right the first time to support this goal but not go to an exotic valve train in the process. From all that I have read, a hydraulic flat tappet cam should do, but I am really confused by all the various aspects of the cam specifications. This car has a lot of vacuum accessories to drive (some of which will be converted to electric solenoids), so I cannot go too radical, but a noticeable idle is desired. Rear end will stay stock 3.08 for now (till I can locate an appropriate 9inch in the 3.50-3.70 range.

Anyone want to chime in??

Thanks
Dialtone

 

I saw a budget build for 460 on horsepower tv for 2500 bucks. They rebuilt a d3 block and heads.

The heads were not ported, just a nice rebuild with 3 angle and lapping.
Intake was 2.06, exhaust 1.65 with 88ccs.
The bottom end was rebuilt with .030 over pistons.

They changed the stock springs with comp cam springs (no part number).
They are, " a little bit taller and have a higher spring rate." They also have, " a dampner inside of it to keep the valves from wobbling at higher rpms." They reused the stock rockers.

They used a Comp hydro. with .494 gross lift on both valves, again no part number. He said it had a nice lope though. Suggest a little lobe angle to it.

They said they used a basic timing chain install, zeroed I guess.

They used a Dual Plane Weind Intake, no number, but it was noticibly taller with bigger runners. They used a Summit racing 750 cfm and Dyno headers.


Dyno numbers were 378HP @4700 and 493tq @ 3400.

With your c8s you might hit 400+hp 500+tq.

 

I would give Iskenderian a call. They have been grinding cams longer than most and even check every valve spring befor it leaves the shop. They might even be able to save you a few $'s and re-grind your current cams too. They do have a web site but it only shows a fraction of the cam grinds and they like to chat on the phone- really!

Ron Iskenderian still has the shop IIRR and he is the son of Ed who started the shop back in the 50's.

 

Here's the part number for the cam: CompCam #34-227-4, 268H grind. See their webpage for specs. It says you can't use stock springs, and that you will need adjustable valve train, guide plates and possibly pushrods.

 

Isky is really helpfull. Also comp cams has software that you can download and try some different combinations. It is not 100 percent but it gives you a pretty good idea. It might be tough to find a "perfect cam that will work with the carb then the fuel injection though.

 

check out crowers catalog. this link has alot of common grinds, but they have even more. give em a call, and they will be more than helpful in finding the right grind for you.

http://www.crower.com/misc/m_cat.shtml

you will have to scroll down quite a ways, the 429/460 cams near the bottom.