In our local market I have two possibilities: XE 250H Ex. Energy comp.cam int. lift .460 , exh lift .474, duration @.50 206int/212 exh ad.duration 250/260 and FS 260H-10 High energy lift .447/int/exh, duration @.50 212 int/exh. ad.duration 260/260 the other mod. with: hooker headers, ported stock heads, ed.perf 289 intake, holly 650cfm carb, (traction bars, slicks) What the one or other give to me? Thanks
to:igo no they not only, the XE is from my friend, who is no need this cam, cause his building a race motor/car now (mustang II platform, shortened rear end, big tires, ect.) and his helping me with motor. And the oher is in the sail section in our local forum. Of course, I can open summitracing and there is lot of cams, but the price is double to send it to Estonia. So for now, it looks like only options for me, cause I need to buy the carb, intake and porting and this is not fan to pay duble price for everything How to you think, will this combo will work together?(in 1. post) and how mutch hp. this combo give?
The 260H is the longer duration cam but "is still a mild cam" so that is the one I would go with. Some other comments are the 289 intake has small ports and will give good throttle response. The 650 is to big for your combination but will still work of course. Reason is the basic displacment (302) won't pump over 500 cfm at even 6000 rpm. Reworking the ignition curve will add to the throttle response when it is optimized. I would estimate your HP would be in the 250 range +/- at about 52 to 5500 rpm.
i would go with the 260 even tho its not a dual pattern cam. if you come across some 1.70 ratio rockers, that would make the cam bigger. you might try an open spacer under the carb to help the top end a little, 2" if it will fit the car. if the carb is vacuum secondary, the 650 will be just fine. do you have a performance torque converter, or a better rear gear ratio in the car? with that cam you would probably have about 195-200 rear wheel horsepower, just a guess.
torqe converter and the gear ratio is stock.I try to find smallest diameter slicks. I forget to mentioned that I plan to rise the pressure from 8 :1 to 9 or 9,2-5 :1. How mutch is that give HP 20-30, more? The carb secondaries is vacuum.
what is the stock gear ratio? 2.79, 3.00, or 3.25? i wouldnt expect more than 10 hp from that compression ratio change. just my opinion. i'm not saying not to do it. its just not going to make a big difference at this point. things like a 2000-2500 stall converter and maybe a 3.80 gear with a 26" tall tire will have a much greater effect on your et. do you understand the relationship between car weight with driver, mph, et, horsepower and efficiency of application? mph is determined by rear wheel horsepower & car weight. et is determined by how efficiently you apply that horsepower. take a car doing 90mph in the quarter mile. install a better gear ratio, & higher stall converter. car et will drop, but mph will stay about the same (might drop a little if the converter is very loose). you didnt do anything to change the rwhp; you just applied it more efficiently.
Use the 260. A split duration cam is cool for the stock heads, but that one is just too small to matter in all honesty. The 260 is too small for my taste. I have run one and you really couldn't tell it wasn't stock. It does help some, but won't change your world. It certainly doesn't need a stall converter. The most gear I would use with it would be 3.25. Anything more would make it feel more like a truck than performance car. The 650 is fine. The charts that recommend carb sizes are based on minimum carb size needed, based on VE%, not maximum. Get online and read all you can on supertuning the carb. Learn it well! That carb, intake, headers, dual exhaust, 260 cam, and a compression bump will all help greatly as a combo. You won't burn up any dragstrips, but you should whoop any Trabant that comes your way. One thing to consider, the cams you are looking at are 'pressure builders'. They change your timing enough to effectively raise your compression seen by the cylinder. A compression bump with no other change is one thing, but the change is more pronounced with a cam like these. If you don't have access to good fuel over there, you might need to run conservative timing. If you have a very mild converter show up locally, you could experiment with that. You don't want much of one though. If your tires are taller than stock, then you could also stand to experiment with a 3.25 gear. Also, if a set of 1.7 rockers comes your way, they would be a nice addition to this cam. A lot of 'if's... Good luck! Dave
I don't think I would choose either. Sure, you can save $50 and some time, but is that what you are really trying to do here? The cam is the heart of the motor and a lousy place to save money.
i have a XE256H............. here are the specs off the cam card intake .477 duration at .050 212 exhaust .484 duration at .050 218 it is a decent cam... runs good and it has a slight lopy idle... and when i rev it up.. its repsonsive and has a good sound to it my upgrade from here is going to be Comp Cams Xtreme energy with .512 lift intake and exhaust and 230 duration at .050
The 260H should give better gas milage, but the power won't be much different. I haven't looked at the XE250, but generally they mix the intake and exhaust, one intake spec lower, exhaust spec higher. It would be about 250 intake, about 260 exhaust, and will probably make about the same power as the 260H and be a better than stock replacement for a daily driven street car. If its free, and since the differences are nominal, I'd probably go with the XE250. The exhaust is always the limiting factor on stock engines, I doubt you would notice the difference between an XE250 and 260H.
Okey, what cam are you recommend? stock gear 3.00, stock converter, stock ported heads, 9,0:1, stock valve springs, intake (edel.289 or perf. RPM), holly 650 vaccuum secondaries, hooker 6901 with dual exh and glasspacks. Mostly driving on the street, but sometimes extra fan, strip(bracet class). Thanks
3.55 or 3.80 gears. cam around .500 lift and dur at .050 around 218 Int - 226 Exh with correct springs. Crane part # 363512 grind z-268-2.
