Distributor gear wear can...
Distributor gear wear can be a problem with steel roller cams so a bronze gear was installed on our MSD distributor.
We called on our friends at Comp Cams, told them our goals for the truck, and supplied all the pertinent information. Shortly afterward, they responded with a split-duration roller cam. Lift is .601-inch, while duration at .050 lift is 214 degrees on the intake, 224 degrees on the exhaust, and lobe centers are at 110 degrees.
The decision to go with hydraulic lifters was based on two considerations. First was the reduced friction between flat tappets and cam lobes. With today’s oils, accelerated wear can be an issue, particularly during break-in—roller tappets eliminate that problem. The second consideration was performance. According to the folks at Comp Cams, in nearly all circumstances, a good roller camshaft design will outperform its flat tappet counterpart. They add that the benefits of roller cams are higher tappet velocity, more lift and more area, along with reduced valvetrain friction (often a 15-plus hp increase), and higher engine rpm with little effect on low-speed drivability and power.
Ford 460 distributors can...
Ford 460 distributors can be found with two different shaft sizes: .500 and .530-inch. Comp Cams offers bronze gears for both. Composite gears are also available for some engines.
Continuing the friction-fighting theme, we ordered a set of Comp Cams High Energy roller rockers. Featuring a die-cast aluminum body, they have a needle bearing fulcrum and roller tip to decrease friction and lower oil temperatures. To ensure a long service life, the pushrod sockets are fitted with steel inserts.
Internal combustion engines are basically air pumps, which means one of the keys to improving performance is to move air in and out more efficiently. To that end, the team at Ford Racing and Performance Parts got together with Jon Kaase and the results of that collaboration can be found in the new aluminum Super Cobra Jet heads.
To dress up our new engine...
To dress up our new engine we opted for a complete fastener kit from Totally Stainless. A variety of styles are available; we chose socket heads.
Lots of research resulted in revised valve angles and locations to reduce cylinder-wall shrouding and improve flow, and the combustion chambers were redesigned. While there were significant changes, these heads use the same valves, valve springs, retainers, and 7⁄16-inch stud-mounted rockers as the earlier Cobra Jet heads, and the same intake and exhaust manifolds fit.
We could have spent hours porting our stock cast-iron heads and not come close to the power potential of the new SCJ heads. Add to that our stock heads needed all the guides and valves replaced, had to be surfaced, and would require machine work to install studs and guide plates, the SCJ heads were a logical choice.
Comp Cams provided the timing chain and sprockets. The crank sprocket has multiple keyway slots to advance or retard cam timing.
Topping off our stroker motor is a Weiand intake manifold and a FAST EFI fuel-injection system. An MSD distributor will provide spark. In our next installment we’ll detail the operation of the fuel injection, dial in the ignition’s advance curve, and have a full report on the dyno test and tune session. CCT
Comp Cams hydraulic roller...
Comp Cams hydraulic roller lifters are a key ingredient in reducing internal friction. With lower ZZDP levels in engine oil, damage to flat tappets during break-in can be a problem. Along with their other advantages, rollers eliminate that issue. The discoloration on the lifter bodies isn’t rust, it’s a temporary coating to prevent it.
With roller lifters, some...
With roller lifters, some way of maintaining alignment with the lobes is necessary. Comp Cams uses a tie bar to tie them together in pairs. One end of the tie bar has a slot to allow the lifters to move up and down independently without turning in their bores.
Installing a cam correctly...
Installing a cam correctly is more complicated than merely sliding it into the block. John used a dial indicator on the lifters and a degree wheel on the crankshaft to ensure the valve timing was correct. In our case, the cam was installed “straight up” meaning neither advanced nor retarded.
A new Fluidampr replaced the...
A new Fluidampr replaced the original vibration damper. Not only is the Fluidampr more effective at cancelling torsional vibration, particularly when an engine has had performance parts and a longer stroke added, it’s SFI certified and degreed to make ignition timing and valve adjustments easier. A special bolt and washer from Totally Stainless was used for retention.
To keep our big Ford cool,...
To keep our big Ford cool, we picked an aluminum water pump from Edelbrock. They’re designed for maximum flow, maximum pressure, and equal distribution to both sides of the engine block within 1 percent.
Installing a vibration damper...
Installing a vibration damper is not a hammer and block of wood operation. John uses a dedicated puller to put it in place.
Topping off our big Ford is...
Topping off our big Ford is a set of Ford Racing and Performance Super Cobra Jet aluminum heads. Said to be good for as much as a 50hp improvement over earlier designs, they came completely assembled.
While it’s impossible to tell...
While it’s impossible to tell from the outside, valve angles in these new heads have been altered and the combustion chambers have been redesigned.
With the Fel-Pro PermaTorque...
With the Fel-Pro PermaTorque gaskets in place, John dropped the heads over the studs. A wire ring inside stainless steel armor seals the combustion chamber and special facing material reinforced with Kevlar fibers used to resist torque loss and seal fluids.
Super Cobra Jet Aluminum Cylinder Heads (heads are sold individually)
Ford Racing part number 397-M-6049-SCJ
Fits 429/460ci engines (except BOSS 429)
Valve size: 2.200-inch intake/1.760-inch exhaust
Intake ports: 290cc
Exhaust ports: 148cc
Combustion chambers: 72cc
With our block/head/rocker...
With our block/head/rocker arm combination special-length pushrods were necessary to maintain proper geometry. Intakes were 8.500 inches; exhausts were 8.750 inches.
For rocker arms we went with...
For rocker arms we went with Comp Cams die-cast aluminum rollers. They not only have rollers in the tips, but the fulcrums as well.
The Ford heads came with guide...
The Ford heads came with guide plates and springs that can accommodate a high-lift cam. The Comp Cams rockers included locking adjustment nuts that assure valve lash stays as set.
With the pan full of oil, John primed the system by spinning the oil pump with an air drill.