Completely agree with you Brent, i just find new stuff for the FE interesting, particularly not so racy stuff.

Most of these seem to be aimed at stockish engines because they talk about things like "stock heads", "stock pistons", which makes sense for Summit. I do feel like  got some things right for the "typical fe" like the increased split in durations which is probably the right direction for most OE heads.

The other thing is the math doesn't math on the cam cards, as mentioned this could just be a mistake, but every one I've tried to run the numbers on has not come up matching the cam card. That brings questions of course, and is IME very atypical.

Am i missing something here?

• The numbers don't jive on the Wallace calculator?
• All the lobes from 212@.050 to 248@.050 are .587 lift?

For instance the HR 3 / Summit 8917

In order to get the numbers it has to be 279 advertised on the intake and a 108.5 ICL (cam card 278/107)

While  realize that its very possible to have multiple lobes of the same lift with different durations, that seems pretty weird for all the lobes in the line to be the same lift and of 7 different durations. I don't really recall having seen that in other cam lines....

Any thoughts on this?

Interesting

Several of those have a wider duration split by a few degrees than the average shelf cam.

Seem to hover in the 53-55 degree difference in ADV/.050. That seems like it might be an issue with fairly stock (heavy) valve train, seems  like they are pushing beehives (lighter)...

Descriptions of behavior seem typically vague and off.

Assuming the the quality is there might not be a terrible choice on the cheap.

Love to hear how it works if anyone try one.

When you say top end - tope end of the engine hardware or top end power?

What Ross said.

The 3604V is a new one, and is there something slightly different under the pin boss area? Casting flash or something?

Anyway, been a while  (10-15 years?) since i messed with this but IRRC 360 piston ARE 390 car pistons, 360's used a slightly longer rod but they were still way down in the hole which is how they got the dismal 8.2:1 ish compression ratio. Truck guys have used the 360 rods and pistons with a 390 crank to get higher compression. Incidentally 390 TRUCK pistons are 410 pistons. again way down in the hole to get low compression.

Somewhere i have picture of some of the various speed pro/sealed power offerings with the pins interlocked and it's pretty obvious.

Any one have a Ford Document that gives a minimum thickness for a clutch pack? I'm finding videos than mention minimums in the workshop manual, but don't find anything in Alldata or TSBs.

It is a 2001 Ranger 8.8 Track Lock, Door Code R7 Axle Model S333W (at least I think thats what the tag says, someone undercoated it for all the good it did the housing...)

TIA

I don’t think we ever saw anymore on that build…

I haven't done it in a Faiirlane but i'm with Ross. Ive done it in a truck and I would take the motor out if i had to do it again.