Comp Cams Pro Magnum Hydraulic Roller Lifters 8931-16 Review
FORD TECHNICAL Information
Engine Types | General Tips
Small Block, Uses "31" and "35" Prefix
This is the standard engine in most V8 applications. It has been around since the early 1960's and remains very popular today in many configurations. The Minor Block Ford engine is commonly referred to as the 5.0 engine constitute in the Mustang for many years. This engine has get 1 of the most frequently modified engines Ford has e'er produced. There are a few differences in the valve railroad train of this design, but for the most part, they are the aforementioned. Ane thing to remember is that the 221-302 engines have a very short deck elevation, requiring a curt pushrod. The 351W engine, on the other mitt, has a tall deck and a longer pushrod. The 1985-1995 5.0 blocks differ from the earlier blocks in that the lifter bosses are taller to accommodate the hydraulic roller lifters. The base circles of the cams for these blocks are larger considering of the higher position of the lifters. These engines use either a prefix "31" (302) or a "35" (351) camshaft, depending on the firing order.
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SVO V8 Race Engine, Uses "35" Prefix This engine is almost always found in all out racing, and is a cross between the Windsor and Cleveland designs. It utilizes a Windsor type block and a Cleveland blazon head. The newest of the head designs is referred to as the "Yates" head.
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Cleveland/Modified, Uses "32" Prefix
This pattern was introduced in 1969 and was available as a 351 Cleveland, a 351C Boss or a 351/400 Modified. The easiest style to tell these engines from the standard small cake is by looking at the forepart covers. The modest block / SVO engines have a bandage aluminum front encompass and water pump housing. The Cleveland/Modified engines have a stamped steel flat forepart cover. Other than a few rocker arm differences, the valve train in all of these engines is very similar.
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Big Block "FE", Uses "33" Prefix
Ford'due south "Iron" engine family was introduced in 1958 and was available as either a 332 or a 352 version. Afterwards, the range was expanded to include 390-428 versions. They have been out of production since the mid seventies but remain pop today. These engines utilize a shaft rocker arm system and can be near easily recognized by the fact that the intake manifold is very wide and extends function way under the valve covers. Almost all of the parts in the "Iron" series are used only in this engine and are not interchangeable with other engine families.
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Big Cake "FF", Uses "34" Prefix
The engine commonly referred to every bit the Ford Big Block is the 429-460 and was used in light trucks and motorhomes. It is an outstanding engine for boats, bracket racing or towing. It typically has a like but larger "Cleveland" style valve train.
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Modular Type Engines
The Ford "Modular Engine" was introduced in the early 1990's, with the idea of designing a new generation of engines from scratch, rather than basing them on so-current production engines. They were developed to supervene upon all existing Ford V8 pushrod engines. The "Modular" term came near considering of the many interchangeable components betwixt the SOHC and DOHC engines, as well equally the power of Ford to machine and assemble the various engines on the same assembly lines.
The design focuses on low friction, excellent sealing and increased cake stiffness. With a modernistic block and head blueprint in 2 valve, 3 valve, and 4 valve configurations, the engines are both versatile and powerful. They accept a sophisticated overhead cam blueprint in both unmarried and dual overhead cam versions that utilizes a roller finger follower to reduce friction, increment rpm potential and eliminate maintenance.
All of the cylinder blocks have deep skirts, and nearly all of the principal caps are cantankerous-bolted. SOHC engines accept cast iron blocks; DOHC engines have aluminum blocks. All cylinder heads are aluminum, with very long head bolts to reduce baloney of the cylinder bores and amend sealing. The new design too allows the accessories to be rigidly mounted directly to the block.
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4.6L & v.4L 2 Valve SOHC, Uses "102" Prefix
The iv.6L version of this engine showtime came out in the 1991 Lincoln Boondocks Car and later was installed in the Crown Victoria, Grand Marquis, Thunderbird and Cougar. This engine has grown to become the pop 5.0 Mustang replacement.
In 1997 the v.4L version of the ii valve SOHC engine was introduced. This engine, known every bit the "Triton" truck engine, has numerous parts that are interchangeable with the modular machine engines. However, not all are identical since the truck engines are congenital to handle more severe duty.
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4.6L & v.4L 3 Valve SOHC, Uses "127" Prefix
The iv.6L SOHC 3 valve engine is bachelor in today'due south Mustangs. The engine features variable cam timing, assuasive the valves to open and close before or later on as needed for optimum power.
This technology was commencement introduced in 2004 in the 5.4L 3 valve DOHC engines. This engine, also known equally the "Triton", is primarily in the F-150 trucks.
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four.6L iv Valve DOHC, Uses "106" Prefix
This engine showed up first in the 1993 Lincoln Marking VIII and afterward in the forepart-wheel bulldoze Continental. It has since been put in performance cars, such equally the Mustang Cobra.
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Firing Club, Small Block & SVO
This is i of the about common questions asked by our Ford customers. The firing order for the early 221-302 engines and the early on 5.0 engines is 1-five-4-ii-6-3-7-8. This is the firing order for all prefix "31" cams and is the standard replacement cam for all early engines. The later five.0 engine and all 351 engines are designed to use the one-3-vii-2-half dozen-five-4-8 firing order. This is the firing order for all prefix "35" cams, and cams ordered for these engines should use this prefix. Other than the firing order, the cams are identical. By irresolute the spark plug wiring at the distributor these cams can be interchanged.
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Valve Springs
By far, the most common problem encountered when installing a new loftier performance camshaft is the incompatibility of the existing valve springs to the new cam. All of the factory valve springs are designed to work with a sure lift cam, and since well-nigh aftermarket cams have college lift, the spring must be addressed. It is highly recommended and a requirement of the warranty that the suggested springs be installed along with any COMP Cams® camshaft.
Almost Ford cylinder heads utilized a step bandage into the head that acted every bit the valve bound locator. When installing a dual spring, it is highly recommended that this stride exist removed by machining to minimize the possibility of coil binding the inner spring.
Whenever installing a high-tech racing cam in whatever engine, the cylinder heads must exist equipped with the right valve springs, screw-in studs, guide plates and hardened pushrods. The increased loads and ultra loftier speeds of the racing engines brand this a necessity for valve railroad train stability.
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Rocker Studs/General
Whenever you are using a high performance camshaft and have problems with the valves not staying properly adapted, i of the first things to check is the rocker arm studs. Most early model minor block heads utilized pressed-in studs. When high spring loads and high engine speeds are used with these stock type studs, they tend to pull out of the heads. Yous can check for this past laying a straight edge across the top of the studs to see if any of the studs are too loftier and out of alignment. If so, the heads should be removed and machined for screw-in studs.
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Positive Stop Stud
This type stud was used on 1969-76 302 and 351W engines, also as 1968-72 429 engines with hydraulic cams. They practice non let for lifter aligning and work but with smaller cams when the dimensions of the engine (block, head deck height, etc.) remain close to stock. They also don't piece of work on solid lifter cams.
COMP Cams® offers an adjustment kit (Function #4610-sixteen on folio 276) for use with the stock positive finish studs. For loftier operation applications, this blazon of stud should exist replaced with the more than conventional screw-in type, along with the pushrod guide plates.
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Conventional Stud
The conventional stud is usually found on early model 221-302 engines and all engines originally equipped with a solid lifter camshaft. This type of stud uses a locking nut or polylock to keep the valve adjustment fromchanging.
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Self Aligning "Runway" Rocker Arms
Originally the modest block engine used a machined slot in the head to guide the rocker arm on the valve. It has been common to enlarge this hole and install a guide plate when switching to a high functioning valve railroad train. Later model engines utilize a small alignment slot or "ears" on the valve tip end of the rocker where it contacts the valve. These rockers must be used with long stalk valves. These applications can be easily identified past a large (1/2") hole where the pushrod passes through the head and the fact that there is no pushrod guide plate. If the head in question has either a guide plate or a slot to guide the pushrod, the rail blazon rocker arms cannot be used.
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Conventional Rocker Arms
This type rocker arm was used on 289 hp and 1963-1966 289 engines. The cylinder head had a slot cast in the head where the pushrod passed through. This slot guided the pushrod and aligned the rocker arm with the tip of the valve. Some heads have been modified to apply a pushrod guide plate instead of this slot. Since there are no track on the stop of the rocker arm, a shorter tip is used on the valve. This type of rocker arm can exist used just in conjunction with either a slot in the head or a guide plate but not both.
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Fulcrum Style Rocker Arms
Fulcrum type rocker arms are used on virtually 351C and 351-400M engines originally equipped with hydraulic cams too equally 429-460 engines made without guide plates. These rocker arms used a fulcrum or "sled" in conjunction with a bolt to secure the rocker arm to the head. Pre- 1977 models used a slotted pedestal cast into the head to go along the rocker arm aligned with the tip of the valve, while later v.0 351W engines used a stamped steel guideplate under the rocker arm fulcrum to align the rocker arm. To supervene upon rocker arms of this type with the adaptable Magnum or any roller rocker arm, screw-in studs and guide plates will be necessary. These engines tin be easily converted past using Part #4504-16 studs which feature a v/sixteen" thread on the lower portion of the stud. This will screw directly into the holes in the head, and since these engines use a long tip valve, the rails type Magnum (Part #1431-sixteen) adjustable rocker arm can exist installed.
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"FE" Shaft Rocker Arms
The 332-428 "Atomic number 26" engines apply a shaft rocker arm design. The standard nonadjustable rocker arms volition work well with the smaller hydraulic cams, only when installing whatever solid lifter cam or any hydraulic cam larger than a 292H, the rocker arms must be replaced with adaptable rockers. They can be found on page 274.
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Timing Chain Set
When installing a cam in whatsoever minor block engine, be sure to bank check items such every bit the upper and lower cam gears, cam gear spacer, fuel pump eccentric, cam retentiveness plate and front cover clearance. Ford has changed the arrangement of these items through the years and interference and misfits tin can occur. A Part #3220 timing chain set should be used on pre-1972 221-351W engines. On 1972 and later engines, a Role #3230 chain set should be used. Hydraulic roller equipped v.0 engines (1985 and later) must use a Office #2138 timing set to ensure proper upper gear fit to the nose of the camshaft.
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Camshaft Dowel Pin/Fuel Pump Eccentric
Ii different length dowel pins were used in the front of the cams in 221-351W engines. In 1972 and earlier engines, a longer (1.375") dowel pin was used so that it would extend through the one piece fuel pump eccentric used on these engines. The 1973 and later engines utilized a ii piece fuel pump eccentric which required a shorter (ane.125") dowel pin. If no eccentric is used, a thicker than standard retaining washer must be used to make up for the thickness of the eccentric. The cam gear MUST be pulled tightly confronting the snout of the cam. If the gear is not tight confronting the step at the front of the cam the bolt will come up loose and engine failure is certain to occur.
Dowel pin failure is fairly common in Small Block Ford engines. This is near never the effect of a defective or soft dowel pivot. Information technology is most often caused by the bolt in the middle of the cam coming loose and allowing the dowel pin to be loaded and shear. The center bolt should always be torqued to the manufacturer's specification and a suitable thread lock used to prevent the commodities from coming loose.
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Valve Stem Oil Seals
When changing to a higher than stock lift camshaft, it is mutual to have a clearance trouble between the lesser of the bound retainer and the top of the valve stalk oil seal. Earlier final assembly of the heads, install one seal, one valve and 1 retainer without the spring. Mensurate the distance between the meridian of the seal and the lesser of the retainer to be certain that information technology is greater than the lift of the valve by at least .050"-.060". Be sure to accept into account whatever extra lift due to higher ratio rocker arms.
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Flat Tappet Burglary
All higher elevator hydraulic and solid flat tappet cams volition require special attending during the break-in process. Special springs and certainly tender loving care volition exist required to ensure long life of the cam. Delight refer to the instructions in your cam box for consummate procedures. If ever in incertitude, please call the COMP Cams® CAM Assistance® line at 1-800-999-0853.
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High Ratio Rocker Arms
A higher than standard ratio rocker arm moves the pushrod closer to the rocker arm stud. It so becomes necessary to check the clearance between the pushrod and the head where the pushrod passes through the head. This is a very common problem and should be checked whenever a rocker arm ratio modify or pushrod diameter change is made.
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Rocker Arm Geometry
Proper rocker arm geometry is necessary to ensure the maximum benefit from any cam design. Camshaft base of operations circle, block deck summit, cylinder head design and lifter pattern all contribute to possible errors in geometry which must exist compensated for with pushrod length. Usually a longer than stock pushrod will exist necessary in a high performance engine, but care must exist taken to choose the correct length. A comprehensive explanation of the checking procedure can be institute on pages 264-265.
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Multi Groove Valves
No longer is it necessary to convert to "Chevrolet" style single groove valves to do good from the superior forcefulness of COMP Cams® Super Locks™ and the variety of spring retainers available with this lock. Super Locks™ are now available for the multi groove valves used in about 351C and 351M-400M applications. They are bachelor in pairs or in sets and tin can be found on page 311.
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Hydraulic Roller Cams
In those engines originally equipped with hydraulic roller camshafts, conventional flat tappet hydraulic and solid lifter cams can be used. It will be necessary when making this change to utilise the corresponding cam, lifters, pushrods, rocker artillery, valve springs and timing concatenation fix.
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Retro-Fit Hydraulic Roller Cams
COMP Cams® has adult a special kit to allow the installation of hydraulic roller cams in standard Ford V8 engines (289-351W, 351C, 351- 400M) not originally equipped with hydraulic roller cams. This kit uses many of the same parts as the factory roller cam equipped 5.0 engines use, including the lifter guides and retentiveness tray. This kit tin be used but with specially designed COMP Cams® Retro-Fit Hydraulic Roller Camshafts with special base of operations circle size.
To ensure that yous take the correct base circle size: install the cam, lifters and all lifter retentiveness hardware. Slowly rotate the camshaft, looking closely at the top of the lifter where it contacts the guide bar. As the lifters movement upwardly and down, the lifter guides should remain flat on the height of the lifter bores. The lifters must not push button the guides up as the lifters rising, and the lifters must non drop below the guide bar as they go all the fashion down. If either of these weather condition be, the base circle of the camshaft is incorrect and must exist changed prior to consummate installation.
COMP Cams® has adult new Pro Magnum™ hydraulic roller lifters that volition eliminate the need for the different base of operations circles. This lifter, Part #8931-16, is a captured link bar way lifter that is a simple drop-in design for most Pocket-sized Block Ford applications. We besides offer a Big Cake Ford version, Office #8934-16.
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Camshaft Retention Bolt
Most V8 Ford engines used a 3/viii" bolt to secure the upper cam gear to the cam. Virtually all racing engines utilize a vii/16" bolt for this application. Exist certain to check the compatibility of the bolt to the cam, every bit a 3/eight" commodities in a 7/xvi" cam volition almost certainly issue in catastrophic engine failure. Nearly of the COMP Cams® racing roller cams will come with the seven/16" pigsty in the cam.
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Camshaft Journal Diameter
Many of the newer all out racing engines utilize a larger than standard cam bearing journal diameter. The advantages of the larger diameter are less flex and a larger base circle to shine out the lobe pattern, making this a very desirable improver to whatsoever extreme racing engine. The well-nigh mutual sizes other than stock are: 2.051" (babbit bearing, all 5 mutual size journals), 2.081" (roller bearing, all 5 mutual size journals) and two.165"/i.968" (roller bearing, commonly referred to equally the "Big Roller Begetting").
Any of these sizes should be available, but none are interchangeable. Make sure to specify journal size when ordering your cam. If no special size is requested, the standard journal size will be chosen.
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Source: https://www.compcams.com/ford-technical-info
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