Buying a new engine for the B2

[heptofite]

It's gonna be another 2.9, and since i'm having it custom made, does anybody know of a decent cam i can stick in it to get some more power? it's got a 4.0's A4LD in it already, so i'm not worried about giving it too much power.

i figure if i buy the cam and hand it to the people building the engine i can avoid having to do it later.

 

[Mark_88]

Um, I think you'll need two cams...unless you're referring to the crank...but any engine shop should be able to procure cams or cranks for you...

Maybe try posting in the 2.9 forum for more specific results...

 

[cammeddrz]

Um, I think you'll need two cams

WHAT?

 

[adsm08]

WHAT?

x10.

Since when has the 2.9 been on OHC engine?

 

[Sunk]

Contact Camcraft. They lists Rangers on their site, but that's all I can find.



From the Tech Library:
Thoughts on choosing a cam:

Short duration cams with wider lobe separations usually yield much flatter torque curves

Longer rod motors prefer a shorter duration cam with wider lobe separation

Longer duration cams require tighter lobe separation to have any power off the corner. (Not usually a preferable combination in 2 bbl classes)

Stock exhaust manifolds or a highly restricted exhaust usually respond well to shorter exhaust duration and wider lobe separation. Power increases are most evident at higher rpm where exhaust backpressure is greatest and reversion is most prevalent

Most unported heads approach 85 or 95 % of peak flow at .400 to .450 lift and do not need or want a maximum valve lift over .540 to.555. Often a low cam lift with 1.65 or 1.7 ratio rockers is very helpful on the intake side as long as lift is kept to about .550. Exhaust is less critical with 1.5 or 1.55 being the most popular

Dyno testing doesn’t test drivability or throttle response of the engine

The important numbers on a dyno sheet are about a thousand RPM above and below peak torque and peak horsepower. Peak numbers are for bragging purposes and high peak numbers do not win races

The benefit of high ratio rockers is faster valve movement and the added lift is frequently detrimental in unported heads. It often helps to utilize a lower cam lift with high ratio rockers

Changing the valve lash is a good way to get an indication of which way to go for your next cam change. You won’t hurt anything by going too tight but too loose will let the valves slam shut causing damage to valves and seats. .004 to .006 loose is usually OK

Look at the Intensity numbers to get an idea as to how radical the profile is. Lower numbers are more radical but anything less than 27 or 28 degrees major intensity may be very hard on the valve train. Our 26-degree SXTL profiles are a notable exception to this

Camshaft intensity is a measurement term coined by Harvey Crane to compare ramp characteristics of camshaft profiles.

Hydraulic Intensity is the difference between the .004 duration and the .050 duration

Minor intensity is the difference between the .010 duration and the .050 duration

Major intensity is the difference between the .020 duration and the .050 duration

Lower numbers indicate more aggressive profiles but too low can be too radical and lead to noisy valve train and even to broken part