Best cam for 347 stroker
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Single- vs. Dual-Plane Intake Test On A 347 Stroker
Pulley Systems. Have your new crate engine Dyno tested! Fuel Delivery Systems. Custom Painted Engine Have a custom painted car?For more than a decade, small-block Ford guys have argued the merits of the versus ci stroker small-blocks.
For the past several years there's been a clear answer: Skip all that and build a If you missed the debate, here's a backgrounder. The Ford small-block Windsor engine family offers two block-deck heights: 8.
The factory-offered deck heights offer two dilemmas for hot rodders. First, the 8. Second, the engines with the taller deck heights are also 2 or 3 inches wider and taller, depending on the parts used. That can cause fitment problems in tight, early-'60s Ford engine compartments or in street rods. Those are a couple of reasons many guys stick with the low-deck engines, even though the based mills make it easy to get to ci.
Another reason is that many use boost to make up the displacement deficit. So, if you've settled on a based, low-deck- height mill, which one? By using an overbore of 0. Te same overbore with a 3. With the 5. That's admittedly slim for a street engine they require a ring-support rail because the rings hang into the hole for the piston pinso the aftermarket came up with 5. Piston-ring issues aside, guys were already arguing about rod ratios of the versus the Rod ratio is the rod length divided by the stroke, and in theory, ratios around 1.
In ait's 1. According to many web-forum experts, the 's rod ratio is a disaster. And, according to the bench racers, the makes better top-end power while the makes better low-end power, due to its longer stroke.
In our world, all that matters is cubes. Te stroker has a 3. This means a bonus of 16 ci or about 20 hp on an average street enginebut the larger bores also add up to more intake airflow- regardless of the cylinder head used-due to unshrouding the valves.
The financial downside is that big bores can only be had with an aftermarket block. Five or six years ago, aftermarket blocks fell into the reach of the mid-range hot rodder, specifically with the Ford Racing Boss block which is called Boss even though it's a regular Windsor and the Dart SHP line of entry-level iron castings.It's not taking us long to figure out a is the way to go for easy horsepower with a 5. Now that we've had our on the dyno for a couple of tests, we're impressed with how easily it churns out the horsepressure.
Compared to a stock-bore-and-stroke 5. And if you're class racing, it probably is--but that's a different story. Besides easily made horsepower, a 's longer stroke means it makes power a little differently. At its most basic, a longer stroke is simply more displacement, and displacement means torque. Furthermore, the longer stroke means the piston is accelerated faster up and down the cylinder for a given rpm, so piston speed is higher in a than in a That produces a stronger vacuum signal at the intake valve, so the incoming column of air is accelerated more forcefully.
This has camming and intake manifold consequences, so we thought we'd try a few cams in our mule and find out. Along the way, we were able to also take a quick look at a second intake, flashback to carburetion, and update our rocker studs. When adding displacement by either boring or stroking, the engine puts a larger demand on the intake and exhaust manifolding.
This is no secret, as a larger engine will obviously consume more air than a smaller one, and that air has to pass through the manifolds. Thus, a larger engine can use larger-diameter runners without the airflow becoming "lazy. A can tolerate more lift and duration than a Practically speaking, this means a more easily produces vacuum to run the brake booster and smooth the idle.
It also means the draws harder through the lift and duration limits set by the camshaft. So, a owner can use a slightly larger camshaft than the owner, yet still retain workable vacuum and idle characteristics. To put those concepts to the test, we had Westech put our on the dyno and select three of the largest hydraulic roller cams in the Comp Cams catalog, noted in Table One.
These are large, power-producing camshafts aimed at serious street and moderate strip engines. They're not going to pass smog and won't win any fuel-mileage contests when putting around town although they are quite fuel efficient when making power--it's just that they make so much power.
What they will do is make great power and torque when combined with other good-breathing parts. Note that all three cams have lobe separation angles of degrees.What's New? Log in. Remember Me? Results 1 to 23 of My block deck height is stock and I am running forged SRP pistons with the Thanx Robert.
I have the which is. I wouldn't that that little bit would make much of a difference. Although i'm not sure that clearance is what you are really asking about here.
I do love that cam. Last edited by blue85gt; at PM. That is odd Blueas I have the cam card in front of meas I have t he same cam as youand it states the Gross lift is. It has. You must have a different cam, or the wrong card. Originally Posted by blue85gt. I hope it sounds heavenly.
What I'm hoping for is a nice lope, with plenty of power, and a good strong power band. My car is setup for road race, so I plan on going up and down through the gears. Originally Posted by Hemlock.
Yes this is the cam with the. My main concern is weather there is any piston to valve clearance issues.
Thanx again, Robert. Only way to know is to clay it up and see. I agree it would suck to buy it and not clear though. At that point, you may as well rent the tool and notch the pistons. Or maybe sell the cam for most of what it costs I hardly ever see this being an issue with the smaller valves. Thanx again Blue, just to let you know this motor has been running in the car for about a year for 5k miles.
I unfortunatly had an oil pump problem which has made it nessasary to to remove the engine from the car. I figured this would be a good time to do a cam swap to make it easy. I have never been really happy with my cam choice since I got the car running and I have heard a lot of good things about the Comp cam grind from other guys around the net and from Magazine write ups I have read but none using the ed'y heads and a The choice between single- and dual-plane manifolds for a small-block Ford comes down to a simple matter of engine operating speed.
Though choosing the proper intake is critical for maximum performance, even the word maximum means different things to different enthusiasts. Does maximum mean peak horsepower, peak torque or average power production through the entire rev range? Single- or dual-plane, that is the question. While we all like to brag about the peak power numbers produced by our Fords, the reality is that the vast majority of carbureted small-blocks spend most of their time well below that power peak.
Speed Matters. While this intake test is indicative of the results for nearly every V8, the choice between single- and dual-plane manifolds for a small-block Ford comes down to a simple matter of engine operating speed. The dual-plane design — like the Edelbrock Performer RPM tested on our Ford — was designed to enhance power production lower in the rev range, at least in comparison with the single-plane.
We stuffed the late-model iron 5. It is this flexibility and broad torque curve that makes the dual-plane ideal for many applications. Those in favor of the single-plane are quick to point out that the dual-plane will likely sacrifice power at top of the rev range.
For high-RPM, race engines, designed to produce power at the top of the rev range, engine builders almost always choose the single-plane. Displacement Test. Rather than select a stock or even mild 5. The production 5. By contrast, the features a. The stroker crank and 5. COMP also supplied a set of drop-in hydraulic-roller lifters, a double-roller timing chain and hardened pushrods for our stroker.
A Melling high-volume oil pump, an ARP oil-pump drive, and a factory oil pan rounded out the short-block. The cc ProMaxx heads feature intake ports that flow over cfm. Topping our stroker short-block was a set of ProMaxx aluminum heads. The heads featured full CNC porting that extracted over cfm from the cc intake ports. Fel-Pro head gaskets and ARP head studs seal the heads to the short-block. The Comp XFI cam was teamed with a set of hydraulic-roller lifters, hardened pushrods and 1.
Covering the rockers was a set of Speedmaster cast-aluminum valve covers. Given the flow rate and port volumes, these heads were likely a better choice for a horsepower stroked Windsor with over cubes, but we knew there would be no shortage of airflow for our The one thing missing from the supplied heads was a spring package. The combination provided plenty of coil-bind clearance for our. The rpm capability was important, as the single-plane combination wanted to make peak power at 6, RPM.Posts: I have a car.xe274hr cam 347 stroker
TE50 T1 P01 kw 5. S Turbo 4. Users browsing this forum: Google [Bot] and 11 guests. Posts: Joined: 5th Nov Gallery: 6 images. If using GT40P heads, choose a cam that provides lots of duration to really fill the cylinders and install some roller rockers to get as much lift as you can out of the 40P heads.
Heaps good. Display posts from previous: All posts 1 day 7 days 2 weeks 1 month 3 months 6 months 1 year. You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot post attachments in this forum. Post subject: build, Cam selection? Posted: Tue Nov 01, am. Getting Side Ways.
Johnson stroker. Post subject: Re: build, Cam selection? NSW Cruise Moderator. Use nice shiny cam with some bumpy bits on it, and also some smooth bits in between, and a hole in one end. If you want any useful advise you'll need to detail your engine and driveline combination Posted: Tue Nov 01, pm.
Vic wrote: If using GT40P heads, choose a cam that provides lots of duration to really fill the cylinders and install some roller rockers to get as much lift as you can out of the 40P heads.Home MustangWorks.
Spammer "hideouts", such as OVH Hosting are also being blocked. Note that many "temporary", "minute" and other disposable email domains are blocked as well, as is any email domain ending in. For successful registration, you must use an email address assigned to you by your internet service provider. The absolute BEST heads for a stroker? I've been going back and forth on what to build but now Im almost committed to building a I am considering the C.
I was thinking about Canfields but the kit says that they wont work.
347 Stroker Street Build Cam Choice Help?
Maybe Brodix Neals? Do I have to port them too? Anyone know for sure? Find More Posts by fastang. Yeah you could go with some of these more exotic heads. Yeah those heads sure seem to work for you Sky. But would I have to port them anyway? I realy dont want to but if its needed I will. Maybe I will get the heads and intake extrude honed. I want at least hp at the wheels. Any input is welcome. I meant to post this in Windsor Power forum, but Im sure it will do just as well here.