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cam selection
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not2old



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    Post: #1
    cam selection

    Hi DOC and members, I liked the spec's on the cam DOC recommended, and also sent info to comp cams for recommendations. Andrew would only go to a 32-241-4 without knowing my compression. I'm not sure what mine has because I have heads #'s for a 71 CJ and a 72 block 8.6, 9.0 or 10.1-1.Dodgy
    found old cam spec's.. Erson E220421. 541lift 298 duration. Also said needs headers.. (had been removed), compression (which I don't know) and gears (which not sure)...Huh
    (This post was last modified: 10-20-2010 05:33 PM by not2old.)
    Offline 10-20-2010 05:23 PM
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    jorgem2



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      Post: #2
      RE: cam selection

      Open chamber heads or closed chamber?
      Do pistons have a dish or are they flat? If flat how much deck clearance?
      I can throw out a gusess but you can also assemble/mock up the shorblock and take some measurements
      Offline 10-20-2010 05:52 PM
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      not2old



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        Post: #3
        RE: cam selection

        (10-20-2010 05:52 PM)jorgem2 Wrote:  Open chamber heads or closed chamber?
        Do pistons have a dish or are they flat? If flat how much deck clearance?
        I can throw out a gusess but you can also assemble/mock up the shorblock and take some measurements

        closed and flat


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        Offline 10-20-2010 06:16 PM
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        cobra3073


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          Post: #4
          RE: cam selection

          Those are actually "open" chamber heads.

          If the casting number is D1ZE-DA OR D1ZE-GA, they have the 75.4 combustion chambers which equates to an advertised compression ratio of 9.0 with the stock pistons.

          Other than four bolt mains or two bolt mains, the blocks and stock pistons are essentially the same and have no difference in the compression ratio of the '71CJ and the '72 4Vs.

          Hope this helps.


          BT
          Offline 10-20-2010 06:29 PM
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          73vertproject


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            Post: #5
            RE: cam selection

            (10-20-2010 05:23 PM)not2old Wrote:  Hi DOC and members, I liked the spec's on the cam DOC recommended, and also sent info to comp cams for recommendations. Andrew would only go to a 32-241-4 without knowing my compression. I'm not sure what mine has because I have heads #'s for a 71 CJ and a 72 block 8.6, 9.0 or 10.1-1.Dodgy
            found old cam spec's.. Erson E220421. 541lift 298 duration. Also said needs headers.. (had been removed), compression (which I don't know) and gears (which not sure)...Huh

            Hey Alan -

            There's only a slight difference between the 241-4 and the 242-4. The 242-4 has a 218/224 duration at .050 and a .513/.520 lift. The 241-4 is slightly more tame with a 212/218 duration and a .487/.493 lift. Sounds like the cam that was in there was pretty radical. Remind me again - yours is a 351C-2V, right?

            Doc
            Offline 10-20-2010 08:32 PM
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            Tnfastbk



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              Post: #6
              RE: cam selection

              As Cobra said get the numbers off of them and I have a really good reference source for all ford part numbers. I will be happy to look up what they started out life as anyways. Can also look up the block number also and if you can get me a part number from your pistons will look that up as well.
              Offline 10-20-2010 08:36 PM
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              not2old



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                Post: #7
                RE: cam selection

                (10-20-2010 08:32 PM)73vertproject Wrote:  
                (10-20-2010 05:23 PM)not2old Wrote:  Hi DOC and members, I liked the spec's on the cam DOC recommended, and also sent info to comp cams for recommendations. Andrew would only go to a 32-241-4 without knowing my compression. I'm not sure what mine has because I have heads #'s for a 71 CJ and a 72 block 8.6, 9.0 or 10.1-1.Dodgy
                found old cam spec's.. Erson E220421. 541lift 298 duration. Also said needs headers.. (had been removed), compression (which I don't know) and gears (which not sure)...Huh

                Hey Alan -

                There's only a slight difference between the 241-4 and the 242-4. The 242-4 has a 218/224 duration at .050 and a .513/.520 lift. The 241-4 is slightly more tame with a 212/218 duration and a .487/.493 lift. Sounds like the cam that was in there was pretty radical. Remind me again - yours is a 351C-2V, right?

                Doc

                Thanks for the comback DOC. Mine is a 351C-4V
                Agains thanks to everyone, and here are some #'s Heads are D1ZE-DA
                and Pistons are L2379 .030. Block is D2AE-CA
                (This post was last modified: 10-21-2010 07:56 AM by not2old.)
                Offline 10-21-2010 07:35 AM
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                cobra3073


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                  Post: #8
                  RE: cam selection

                  The number on the piston appears to be from TRW which is now Speed Pro. That piston was supposedly designed as a direct replacement for the stock piston in Super Stock racing. The advantage is that it is of the forged variety.

                  As previously noted, with your open chamber heads the compression ratio should be around 9.0.

                  Hope this helps.

                  BT
                  Offline 10-21-2010 09:13 AM
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                  Tnfastbk



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                    Post: #9
                    RE: cam selection

                    D1ZE-DA
                    71-72 351CJ

                    71 351C
                    Valves 2.19, 1.71

                    73-76cc (Open chamber)

                    In port 2.50 x 1.75

                    Ex port 2.00 x 1.74

                    Pistons
                    L2379F 30 pistons have a volume of -1.5cc. With 63cc heads the compression is 10.22 to 1 but only 8.9 to 1 with 76.2 cc heads
                    Offline 10-21-2010 10:23 AM
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                    cobra3073


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                      Post: #10
                      RE: cam selection

                      As previously inferred, since that piston is a Super Stock replacement, I am pretty sure that it mirrors the compression ratio of your stock piston which would be 9.0 with the 75.4 cc head.

                      As to rear end ratio, there are simple means to determine the ratio both with the pumpkin "in" and "out" of the car.

                      1. If the rear end is still in the car, you will need to jack up the rear, maybe by using jack stands. Mark one of the rear tires with a piece of chalk at the 12 o'clock position. You will also need to put a horizontal line on the drive shaft. Rotate the tire one full revolution while watching how many times the drive shaft goes around. If it goes around 3 1/2 times (and you have a posi in the rear), that would denote a 3.50:1 gear. If it goes around 3 3/4 times (again with a posi), you probably have something like a 3.73:1 gear.

                      If you do not have a posi, all you have to do is multiply the revolutions by 2. For example, if the driveshaft rotates 1 1/2 times when you you make one revolution with the tire, you multiply that by 2 which will yield a 3.00:1 open rear gear.

                      2. If the rear end is out of the car, you simply have to count the teeth on the ring gear and the pinion gear and divide the pinion gear number into the ring gear number.

                      For example, if your ring gear has 37 teeth and your pinion gear has 9 teeth, the result would be a 4.11:1 gear ratio.

                      If the gears are still in the housing, you can usually count the respective teeth by placing a horizontal chalk mark on the ring gear and rotating the gear to determine the number. You would do the same thing on the pinion gear. Then do the division math as cited above.

                      Hope this helps!

                      BT
                      Offline 10-21-2010 11:33 AM
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