Cleveland Roller Cam Build
 

Hi, I need some advice on a Cleveland package I am putting together which I recovered from a De Tomaso Pantera wreck.

Spec as follows and questions after;

ENGINE INFORMATION
Engine Block Type: Ford Au XXX Block
Engine Size: 357ci
Bore: 4.125
Stroke: 3.25
Crank: Stock, rolled fillets, Nitrided
Girdle: Yes Custom Steel
Scraper: Yes Custom
Sump: Milodon Street/Strip MIL-30927 w pick-up.
Oil Pump: Stock
Lubrication: Hank the Crank Conversion external feed to mains with restrictors to lifter galleries.
Fasteners: ARP Studs/Bolts - Mains, Rods, Heads

Static Compression Ratio: 11.4:1
Piston Type: Forged TRW L2348F30
Rods: Stock Shot Peened, ARP bolts
Intake Manifold Type: Hand Made Individual runner aluminium – Hogan’s copy.

Cylinder Heads: A3 Ford Motorsport Aluminium
Head Part Number: E2ZM 6049 A3
Head Runner Volume: 235cc
Ported Heads: no (as cast runners)
Intake Valve Size: 2.19" SS Manley - Part No. MAN-11800-8
Exhaust Valve Size: 1.70”
Rocker Arm Type: Full Roller
Rocker Arm Ratio:1.6
Exhaust Header(s):Yes
Exhaust Header Size: 1,75”
Exhaust Type: Dual with X pipe
Exhaust Pipe Size:3”

FUEL DELIVERY
Fuel Octane Rating:95
Port Injection: Yes
Electronic Fuel Injection: Yes (Dicktator/Motec)
Oversize Injectors: Yes
AIR DELIVERY Air Filter: Performance
Ram Air: Maybe via the 1970 front side vents into a dual air Collector/Filter.
or via hood scoop with custom carbon airbox.
Air Controller: BBK #17110 Dual 65mm dia. Mustang Cobra Throttle body.

Camshaft: Solid Roller
Brand: Crane R246
Part Number: # 528371
Specs: 246/256 108 .560/.585
Crank driven vacuum pump installed to assist brake vacuum.

APPLICATION SPECIFICS
This engine will be used for Street Performance (1970 Mustang Mach 1)
5 speed Manual transmission.
Altitude is 4200ft where I live.

VEHICLE INFORMATION
Make: FORD
Model: Mustang Mach 1 (no emission limitations)
Year:1970
Vehicle Weight: 3500 lbs
Axle Ratio: 4.0:1 FORD 9” with LS and custom diff oil cooler.
Transmission Type: 5 Speed Toyota R154 (Supra Turbo)
Clutch: Custom Kevlar solid centre
Flywheel: Billet Custom - lightened
Tire Height: 285/40WR18

COMPUTER CONTROLLED VEHICLES
Vehicle Computer Type? Dicktator/Motec Engine Management
Mass Air Sensor: Yes

Questions;

The motor was running with TRW 9,8:1 forge pistons (L2379F30) when I bought it. At this low compression I reckon the motor was not at it's optimum hence the purchase of a set of TRW 11,4:1 forge pistons (L2348F30) to correct this. Note that this vehicle will run at 4200 - 4800ft altitude (Pretoria South Africa) and not see anything below 2500ft. Do you think the 11,4:1 option is the correct route to follow with the cam spec as above.

Any idea how the above package will perform?
Anybody used this cam on a 351 before?
Anybody have experience on Ford A3 heads and porting options? (Runners are big so I have left them stock)

Peak power on various dyno software with the package above is reflected at 6500 to 6800 rpm. Will the Hank the Crank conversion sustain the required oil pressure using 0,649" diam tubing? The routing is directly from the pumps external port, into an oil cooler, through a non return valve at the lowest point and around the passenger side of the engine bay to the back of the block. Oil pressure sender will be located at the entry to the mains manifold at the back of the block.

Do you think the stock pump is adequate or must it be upgraded?
If upgrade - to what? And supply part no.s if possible to ensure I order the right parts first time from ZA.

Any other good advice to make this project perform better or more reliable will be appreciated.

Sorry to put this out on a Cobra site but the engines are common and I am finding it difficult to get good advice elsewhere.

Rgds Sean

I think 11.5:1 is right on the fence for running pump gas if you plan to drive it on the street. I would have kept the nominal 10:1 compression ratio.

It's true that the higher compression ratio will make a little more power, but unless you have really good gasoline there, or are able to mix race gas, I would stay away from it. The EFI setup will help you here, but you will have to stay on top of the tune. Also, if your EFI setup has a knock sensor in the system, you will probably have trouble with the short LSA on that camshaft.

If you have an external oil feed and have the lifter galleys and cam bearings restricted, you should be fine.

One thing that did stand out in your list is the stock rods. For the amount of horsepower that can be made with a set of A3 heads and a solid roller, I wouldn't trust them.