I have a 351C cleveland with 4 barrel heads and i need a cam for it the car is a daily driver automatic and my dad wants a car that can compete with my soon to be heads and cam LT1 .
Here is the flow #'s on the heads.
http://home.isoa.net/~mharrisj/fordhead.html
I have the 351 4V heads. These engines are notorious for no mid range torque. I want the crane PowerMax Hydraulic Roller
HR-228/345-2S-12 cam shaft for it. I have been told the 112 LSA is to wide for a car with heads like that is that true? If not could anyone recommend a cam for me. The car is probably 3200 lbs. and i would like close to 400rwhp with it which i think should be obtainable. Any help? sorry if i **** you guys off with ford crap but i need help from the best.

 

I like odd things like this. SBC's can get boring after a while.

That cam or the Comp 284HR 32-431-8 look good.

Does this thing have headers, Intake and a Carb on it already?
Those heads flow pretty well, so something like a vaccum secondary 850 would work well. The Torker intake is a good choice, or the performer.

The odd thing about the Clevland heads is that the exhaust ports suck. Roush came up with a way to fix that. You have to mill the exhaust mounting flange off about 3/4-1" deep and then install a plate that reshapes the port. If you've ever seen the exhaust ports on these you know why he did that. The heads like lift and the engines like to turn some RPM, so gaining mid range is a good idea.

That leaves some interesting things open for the cam specs. Comp also has some Ford Journal Lobes that would go on a 32-000-8 core. Since the exhaust port is so bad, getting a wide split in the durations is the only way to answer your no mid range TQ problem. I would do something like a 3628/3636 lobes (208/240 @ .050) on a 110LSA. That's going to help bring the opertaing E/I % up into a normal range. I'd put it in 4-6 deg advanced too.
Comp 930 springs and the 1014-16 Aluminum Roller Rockers would be a good additon to the cam.

With those heads, a Torker Intake, 850 Vaccum 2nd, and some headers, a custom cam like that will give you a fatter mid range(+30 lbs ft), while not being as strong in the 6000 and up area. Going to a 216 intake duration wuld help the high end more, but you were more concerned with the mid range.


BTW what car is a daily driver 351C?

Bret

 

The car is a 37 ford street rod. I have heard and have books on how to do the exhaust port mod but i don't want to ruin a set of heads doing that. The car will have 1 3/4 shortie headers. I have a brand new holley 750 vaccum secondary carb from another project that i would really like to use. For the intake manifold my friend claims to have a 351C factory aluminum dual plane manifold with a holley carb flange pattern on it. I am planning on running a AOD tranny with the car with a stall and would like it to be pretty streetable. I would like to get 375 rwhp out of the motor if possible without revving it to the sky. Wouldn't the poor exhaust port actually help build torque. It always seems to me when you have a low restriction exhaust you loose torque to some degree. Is there a reason comp makes all there cams for the 351C with the same intake duration as exhaust. I see in the comp cams they have for the 351C they have a 224/224 cam and a 244/244 cam would that 224 intake and 244 exhaust be a good combo about like a CC306. Also do i need i need a 110LSA or a 112 the only thing is i have a auto and power brakes. I realize it isn't a LT1 but the heads flow like a ported set of LT1's except the exhaust side. So i was hoping i could have a combo like a LT1 good strong mid range and top end too.

 

I just said the 850 because you could make 500+hp with that combo. A 850 would be enough for that and 750 is a little small, but if you use a tapper spacer from someone like Wilson or HVH you should gain some CFM from that.

The cam I mentioned will help make what you want more than the other ones. I'm not sure why Comp has single pattern cams for this engine combo since it's so well known that the exhaust port sucks. It could have more to do with the other Cleveland heads not flowing as well. If you look at that flow chart the 4bbl heads are the best of the bunch by alot, and if I remeber they are not as common. So that would explain the cams out there.

There is a big fallacy with "Wouldn't the poor exhaust port actually help build torque." No. A poor exhaust port will just trap the burned charge in the chamber/cylinder and polute the fresh intake charge unless it is taken care of. A good or bad flowing exhaust seems to be indepentant of TQ production. The funny thing is I always here Ford guys tell me how their new high flow exhaust killed their bottom end, which on a dyno never happens.

The overlap area is what you are really concerned with on a cam and the LSA is part of that. The duration and lobe ramps are the other part. With the small duration intake and the ramps on those Ford lobes from Comp you should get a much better idle than the off the self Comp cams even though it has a 110LSA.

BTW here is the page of the comp catalog with the lobes I am talking about http://www.compcams.com/catalog/230.html 3/4 of the way down the page in the Ford Journal section.

The intake is going to be more of the combo on this engine than on the LT1. You can have a nice beefy torque cruve with a long runner intake. The LT1 has really short runners, which don't make much midrange TQ. http://www.edelbrock.com/automotive/man_ford_351c.html
you can see the Torker or there. It has both long and short runners, so it should make a nice broad TQ curve. So in short you should have a combo that will make good midrange and good top end.

The other reason I picked a small duration intake other than it will give you some awesome midrange is that the 4bbl Cleveland heads have caverns for ports. A big duration cam will give you a lot of HP and with those heads even a small cam will still spin to 6500 with ease. So you might as well get all the other things you are looking for like low end/mid range and driveablity to go along with it. Rather than sacraficing them for 10-20hp when you are already going to be at the HP you are looking for.

So in short you should have a combo that will make good midrange and good top end. Rather than just top end like most Fords do.

TTYL,

Bret