FORD C.I. 6 CYL (7.808 DECK)

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2 S FORD / LINCOLN / MERCURY CORPORATE SECTION FORD OHC 4 CYL TING LIFT IN. EX. HYDRAULIC-Excellent torque and good Hyd. Hyd. 800 to H mileage. Perfect cam for OEM replacement. HYDRAULIC-Power and mileage Hyd. Hyd to H increase in low-mid range. Great for highway driving. HYDRAULIC-Good for towing in trucks and Hyd. Hyd to H sedans. Excellent torque. Smooth idle. MAGNUM HYDRAULIC-Good all around street Hyd. Hyd to H performance. Can be used daily. mid-range power. HYDRAULIC-Great power in mid-range Hyd. Hyd to H and high. Performance cam for street use. OVAL TRACK Mechanical Flat Tappet Camshafts SOLID-Aftermarket intake and headers to S needed. 500 CFM carburetor, 11:1+ compression. SOLID-Ported cylinder head, longer valves to S :1+ compression. FORD C.I. 6 CYL (7.808 DECK) TING LIFT W/1.5 HYDRAULIC-Best cam for for low Hyd. Hyd. 500 to H torque or for use in 200 c.i. and smaller engines. Economy and smooth idle. HYDRAULIC-Good for towing in c.i. Hyd. Hyd to H mid-range torque and power. Smooth idle. Footnotes: Master Footnote index on page These specs are measured with a stock length valve and.010 lash between the cam and follower. 54 These specs are measured with a.060 longer than stock valve and.010 lash between the cam and follower FAX

3 KITS & COMPONENTS FORD / LINCOLN / MERCURY CORPORATE SECTION FORD OHC 4 CYL N/A N/A CL N/A N/A N/A N/A N/A N/A N/A N/A N/A CL N/A N/A N/A N/A N/A N/A N/A N/A N/A CL N/A N/A N/A N/A N/A N/A N/A MAGNUM N/A N/A CL N/A N/A N/A N/A N/A N/A N/A N/A N/A CL N/A N/A N/A N/A N/A N/A N/A OVAL TRACK N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Mechanical Flat Tappet Camshafts FORD C.I. 6 CYL (7.808 DECK) FORD / LINCOLN / MERCURY CORPORATE SECTION K SK CL N/A N/A N/A K SK CL N/A N/A N/A Footnotes: Master Footnote index on page Stock springs cannot be used. 8 Fits only certain years. RED S ARE THE PREMIUM CHOICE. 59

4 S FORD C.I. 6 CYL (10 DECK) TING LIFT W/1.6 HYDRAULIC-Good torque and mileage for Hyd. Hyd. 500 to H Excellent throttle response. HYDRAULIC-Excellent torque and power Hyd. Hyd to H for towing in 300 c.i. Smooth idle. HYDRAULIC-Moderate performance Hyd. Hyd to H camshaft for 300 c.i. Strong in mid range. Noticeable idle. FORD OHV 6 CYL PASSENGER CARS Mechanical Flat Tappet Camshafts TING LIFT W/1.46 SOLID-Good for OEM replacement or to S rebuild. Low torque with good economy. Very smooth idle. SOLID-Power increase in low-mid to S range. Economy with performance. Smooth idle. SOLID-Moderate performance camshaft to S Strong in mid range. Noticeable idle. FORD 2800 OHV 6 CYL BRONCO II / R TING LIFT W/1.46 SOLID-Good cam for OEM replacement to S or rebuild. Low torque with good economy. Very smooth idle. SOLID-Performance with economy, to S power increase in low-mid range. Smooth idle. SOLID-Moderate performance camshaft to S Strong in mid range. Noticeable idle. FORD 4.0L 6 CYL Mechanical Flat Tappet Camshafts Hydraulic Roller Camshafts TING LIFT W/1.5 HYDRAULIC ROLLER-Good OEM Hyd. Hyd. 800 to HR replacement in Explorers and Rangers. Good torque and mileage. Great for towing. HYDRAULIC ROLLER-Good in Explores Hyd. Hyd to HR and Rangers with aftermarket chip. Strong torque & mid-range FAX

5 KITS & COMPONENTS FORD C.I. 6 CYL (10 DECK) K SK CL N/A N/A K SK CL N/A N/A K SK CL N/A N/A FORD OHV 6 CYL PASSENGER CARS N/A SK CL N/A N/A N/A N/A N/A SK CL N/A N/A N/A N/A N/A SK CL N/A N/A N/A N/A Mechanical Flat Tappet Camshafts FORD 2800 OHV 6 CYL BRONCO II / R N/A SK CL N/A N/A N/A N/A N/A SK CL N/A N/A N/A N/A N/A SK CL N/A N/A N/A N/A Mechanical Flat Tappet Camshafts Hydraulic Roller Camshafts FORD 4.0L 6 CYL FORD / LINCOLN / MERCURY CORPORATE SECTION N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Footnotes: Master Footnote index on page Stock springs cannot be used. RED S ARE THE PREMIUM CHOICE. 61

6 FORD TECH INFORMATION Ford has produced some of the most powerful engines ever to come out of Detroit. With the V-8 engine sizes ranging from there is an engine size and configuration to cover just about any need or application. Ford engines do have some unique characteristics not found in any other make, so in this section we will try to familiarize you with some of the more common differences. This valve train related information should help you when choosing parts or assembling your engine. Engine Types Small Block 31 and 35 Prefix This is the standard engine in most V-8 applications. It has been around since the early 1960 s, and remains very popular today in many configurations. The Small Block Ford engine is commonly referred to as the 5.0 engine found in the Mustang for many years. This engine has become one of the most frequently modified engines Ford has ever produced. There are a few differences in the valve trains of this design, but for the most part they are the same. One thing to remember is that the engines have a very short deck height, requiring a short pushrod. The 351W engine, on the other hand, has a tall deck and a longer pushrod. The L 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 is larger because 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.) SVO V-8 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 type head. The newest of the head designs is referred to as the Yates head. Cleveland / Modified Uses 32 Prefix This design was introduced in 1969 and was available as a 351 Cleveland, a 351C Boss, or a 351/400 Modified. The easiest way to tell these engines from the standard Small Block is by looking at the front covers. The Small Block / SVO engines have a cast aluminum front cover and water pump housing. The Cleveland / Modified engines have a stamped steel flat front cover. Other than a few rocker arm differences, the valve train in all of these engines is very similar. Big Block FE Ford s FE engine family was introduced in 1958 and was available as either a 332 or a 352 version. Later, the range was expanded to include versions. They have been out of production since the mid seventies, but remain popular today. These engines utilize a shaft rocker arm system, and can be most easily recognized by the fact that the intake manifold is very wide and extends part way under the valve covers. Almost all of the parts in the FE series are used only in this engine, and are not interchangeable with other engine families. Big Block FF The engine commonly referred to as the Ford Big Block is the and is still in production today and used in light trucks and motorhomes. It is an outstanding engine for boats, Bracket Racing, or towing. It typically has a similar but larger Cleveland style valve train. 4.6L SOHC, 4.6L DOHC AND 5.4L SOHC Uses 102 Prefix The Ford Modular Engine line was introduced in the early 1990 s with the idea of designing a new generation of engines from scratch, rather than basing them on then-current production engines. They were developed to replace all existing Ford V-8 pushrod engines. The Modular term came about because of the many interchangeable components between the SOHC and DOHC engines, as well as the ability of Ford to machine and assemble the various engines on the same assembly lines. The design focuses on low friction, excellent sealing and increased block stiffness. With a modern block and head design in both 2- and 4-valve configurations, the engines are both versatile and powerful. They have a sophisticated overhead cam design in both single and dual overhead can versions that utilizes a roller finger follower to reduce friction, increase rpm potential and eliminate maintenance. All cylinder blocks have deep skirts with cross-bolted main caps. SOHC engines have cast iron blocks; DOHC have aluminum blocks. All cylinder heads are aluminum, with very long head bolts to reduce distortion of the cylinder bores and improve sealing. The new design also allows the accessories to be rigidly mounted directly to the block FAX

7 FORD TECH INFORMATION General Tips Firing Order, Small Block & SVO This is one of the most common questions asked by our Ford customers. The firing order for the early engines and the early 5.0 engines is This is the firing order for all prefix 31 cams, and is the standard replacement cam for all early engines. The later 5.0 engine and all 351 engines are designed to use the 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 changing the spark plug wiring at the distributor these cams can be interchanged. EXCEPT IN MASS AIR VEHICLES Valve Springs By far the most common problem encountered when installing a new high 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 certain lift cam, and since most aftermarket cams have higher 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. Most Ford cylinder heads utilized a step cast into the head that acted as the valve spring locator. When installing a dual spring, it is highly recommended that this step be removed by machining to minimize the possibility of coil binding the inner spring. Whenever installing a High-Tech Racing Cam in any engine, the cylinder heads must be equipped with the correct valve springs, screw-in studs, guide plates, and hardened pushrods. The increased loads and ultra high speeds of the racing engines make this a necessity for valvetrain stability. Rocker Studs / General Whenever you are using a high performance camshaft and have problems with the valves not staying properly adjusted, one of the first things to check is the rocker arm studs. Most early model Small 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. You can check for this by laying a straight edge across the top of the studs to see if any of the studs are too high and out of alignment. If so, the heads should be removed and machined for screw in studs. Positive Stop Stud This type stud was used on and 351W engines, as well as engines with hydraulic cams. They do not allow for lifter adjustment, and work only with smaller cams when the dimensions of the engine (block, head deck height, etc.) remain close to stock. They also don t work on solid lifter cams. COMP Cams offers an adjustment kit (Part # on page 318) for use with the stock positive stop studs. For high performance applications, this type of stud should be replaced with the more conventional screw-in type, along with the pushrod guide plates W Ford Small Block Part # High strength adjusting nut included Spacer allows adjustment of valve train by raising nut away from the bolt shoulder. Must be greater than valve lift Retainer Valve Lock Installed Height Conventional Stud This stud is usually found on early model 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 from changing. Valve Stem Seal 63

8 FORD TECH INFORMATION Self Aligning Rail Rocker Arms Originally the Small 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 performance valve 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 stem valves. These applications can be easily identified by a large (1/2 ) hole where the pushrod passes through the head and the fact that there is no pushrod guideplate. If the head in question has either a guide plate or a slot to guide the pushrod, the rail type rocker arms cannot be used. Conventional Rocker Arms This type rocker arm was used on 289HP and 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 use a pushrod guide plate instead of this slot. Since there were no rails on the end of the rocker arm, a shorter tip is used on the valve. This type of rocker arm can be used only in conjunction with either a slot in the head or a guide plate, but not both. Fulcrum Style Rocker Arms Fulcrum type rocker arms are used on most 351C and M engines originally equipped with hydraulic cams as well as 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 keep the rocker arm aligned with the tip of the valve, while later 5.0, 351W engines and many of the Modified engines used a stamped steel guide under the rocker arm fulcrum to align the rocker. To replace rocker arms of this type with the adjustable Magnum or any roller rocker arm, screw in studs and guide plates will be necessary. These engines can be easily converted by using part # studs, which feature a 5/16 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 rail type Magnum (part# ) adjustable rocker arm can be installed. FE Shaft Rocker Arms The FE engines use a shaft rocker arm design. The standard nonadjustable rocker arms will work well with the smaller hydraulic cams, but when installing any solid lifter cam or any hydraulic cam larger than a 292H the rocker arms must be replaced with adjustable rockers. They can be found on page 315. Timing Chain Sets When installing a cam in any Small Block engine, be sure to check items such as the upper and lower cam gears, cam gear spacer, fuel pump eccentric, cam retention plate, and front cover clearance. Ford has changed the arrangement of these items through the years and interference and misfits can occur. A (part #3220) timing chain set should be used on pre W engines. On 1972 and later engines, a (part #3230) chain set should be used. Hydraulic Roller equipped 5.0 engines (1985 and later) must use a (part #2138) timing set to insure proper upper gear fit to the nose of the camshaft. Camshaft Dowel Pin/Fuel Pump Eccentric Two different length dowel pins were used in the front of the cams in W 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 two piece fuel pump eccentric which required a shorter (1.125 ) 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 against the snout of the cam. If the gear is not tight against the step at the front of the cam the bolt will come loose and engine failure is sure to occur. Dowel pin failure is fairly common in Small Block Ford engines. This is almost never the result of a defective or soft dowel pin. It is most often caused by the bolt in the center 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 bolt from coming loose. Valve Stem Oil Seals When changing to a higher than stock lift camshaft it is common to have a clearance problem between the bottom of the spring retainer and the top of the valve stem oil seal. Before final assembly of the heads, install one seal, one valve, and one retainer without the spring. Measure the distance between the top of the seal and the bottom of the retainer to be sure that it is greater than the lift of the valve by at least Be sure to take into account any extra lift due to higher ratio rocker arms. Flat Tappet Break-In All Racing Flat Tappet and some of the higher performance hydraulic and solid cams will require special attention during the break in process. Special springs and certainly tender loving care will be required to insure long life of the cam. Please refer to the instructions in your cam box for complete procedures. If ever in doubt, please call the COMP Cams HELP line at FAX

9 FORD TECH INFORMATION High Ratio Rocker Arms A higher than standard ratio rocker arm moves the pushrod closer to the rocker arm stud. It then 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 change or pushrod diameter change is made. Rocker Arm Geometry Proper rocker arm geometry is necessary to insure the maximum benefit from any cam design. Camshaft base circle, block deck height, cylinder head design, and lifter design all contribute to possible errors in geometry which must be compensated for with pushrod length. Usually, a longer than stock pushrod will be necessary in a high performance engine, but care must be taken to choose the correct length. A comprehensive explanation of the checking procedure can be found on pages Multi Groove Valves No longer is it necessary to convert to Chevrolet style single groove valves to benefit from the superior strength 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 most 351C and 351M-400M applications. They are available in pairs or in sets and can be found on page 351. 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 use the corresponding cam, lifter, pushrod, rocker arm, valve spring, and timing chain set. Retro-Fit Hydraulic Roller Cams COMP Cams has developed a special kit to allow the installation of hydraulic roller cams in standard Ford V-8 engines ( W, 351C, M) 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 retention tray. This kit can be used only with specially designed COMP Cams Retro-Fit Hydraulic Roller Camshafts with special base circle size. To insure that you have the correct base circle size, install the cam, lifters, and all lifter retention hardware. Slowly rotate the camshaft, looking closely at the top of the lifter where it contacts the guide bar. As the lifters move up and down the lifter guides should remain flat on the top of the lifter bores. The lifters must not push the guides up as the lifters rise, and the lifters must not drop below the guide bar as they go all the way down. If either of these conditions exist, the base circle of the camshaft is incorrect and must be changed prior to complete installation. Camshaft Retention Bolt Most V-8 Ford engines used a 3/8 bolt to secure the upper cam gear to the cam. Almost all racing engines use a 7/16 bolt for this application. Be sure to check the compatibility of the bolt to the cam, as a 3/8 bolt in a 7/16 cam will almost certainly result in catastrophic engine failure. Most of the COMP Cams racing roller cams will come with the 7/16 hole in the cam. Camshaft Journal Diameter Many of the newer all out racing engines, especially in NASCAR, utilize a larger than standard cam bearing journal diameter. The advantages of the larger diameter are less flex and a larger base circle to smooth out the lobe design, making this a very desirable addition to any extreme racing engine. The most common sizes other than stock are: (babbit bearing, all 5 common size journals), (roller bearing, all 5 common size journals), and 2.165/1.968 (roller bearing, commonly referred to as the Large Roller Bearing ). 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. Component Section This section provides an alphabetized list of all recommended valve train related components along with detailed descriptions of each product. Features, benefits and application information are listed for each line of products. Most components are available in quantities of 1, 8, 12 and 16 depending on the application. When ordering be sure to have the part number ready, followed by the quantity desired. These are just a few of the recommended components, check our component pages for the complete list of components available for your particular application. 65

10 MODULAR 4.6 & 5.4L ENGINES 4.6L & 5.4L Modular Engines In the 1980 s, Ford designed a new family of engines with the goals of improved fuel economy, better sealing, more horsepower per cubic inch, and less engine noise and vibration. Another goal was to have many components interchangeable between the SOHC and DOHC engines, thus allowing much of the engine machining and assembly to take place on the same factory line. The resulting engine family has become known as Ford Modular Engines. COMP Cams currently makes both cams and springs for the following engines in the line. 4.6L SOHC This engine first came out in the 1991 Lincoln Town Car, and later installed in the Crown Victoria, Grand Marquis, Thunderbird and Cougar. This engine has grown to become the popular 5.0 Mustang replacement. Part # L DOHC This engine showed up first in the 1993 Lincoln Mark VIII and, later, in the front-wheel drive Continental. It has since been put in performance cars such as the Mustang Cobra. 5.4L SOHC Introduced in 1997 as the Triton truck engine, this Windsor, Ontario produced engine has many parts that are interchangeable with the modular car engines. Not all parts are interchangeable, however, since the truck engines are built to handle the more severe duty that trucks undergo. Advanced 4.6L Valve Springs Designed for the Ford 4.6L from 1994 to 2000 the Single Ovate Beehive Spring is a perfect match for our cam upgrades. Part #26113 FORD 4.6L & 5.4L SOHC MODULAR (1992-PRESENT) XTREME ENERGY TING 1.825:1 SOHC-Stock replacement cam with more Hyd. Hyd to XE262H º RV power. Better torque and power. Will work with stock computer. SOHC-Mild street performance, Hyd. Hyd to XE268H º gears. Good torque and power. Will work with stock computer. Noticeable idle. SOHC-Hot street cam, gears Hyd. Hyd to XE274H º stall, computer upgrade recommended. Rough idle. SOHC-Excellent torque. Better low and mid Hyd. Hyd to XE262AH º range torque with more power. Will work with stock computer. Valve springs recommended. SOHC-Hot street cam, needs gears. Hyd. Hyd to XE270AH º stall. Intake, exhaust, computer and spring upgrade recommended. Noticeable idle. SOHC-Street/Strip, needs gears, Hyd. Hyd to XE278AH º stall. Intake, exhaust, computer and valve spring upgrade required. Rough idle. 66 XTREME ENERGY For 1999-up Performance Improvement Heads* *Note: Can also be used in Pre 99 (P.I.) Heads with retainer to guide clearance modifications and COMP Cams Valve Springs FAX

11 MODULAR 4.6 & 5.4L ENGINES What COMP Cams is doing for these late model engines. The COMP Cams engineering team has taken these great new Ford Modular Engines and pulled even more torque and power out of them. Our cams, for example, open and close the valves faster, while keeping them open longer. You can see the results in the dyno charts below for a 97 Mustang GT. The chart on the left shows the difference a XE274 Extreme Energy cam makes to the valve train. The chart on the right shows the horsepower difference 25 more hp at peak and 34 more hp at Component Section This section provides an alphabetized list of all recommended valve train related components along with detailed descriptions of each product. Features, benefits and application information are listed for each line of products. Most components are available in quantities of 1, 8, 12 and 16 depending on the application. When ordering be sure to have the part number ready, followed by the quantity desired. These are just a few of the recommended components, check our component pages for the complete list of components available for your particular application. XTREME ENERGY LIFTERS TIMING FORD 4.6L & 5.4L SOHC MODULAR (1992-PRESENT) RETAINERS N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A XTREME ENERGY For 1999-up Performance Improvement Heads* N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A N/A N/A N/A N/A Stock Stock N/A N/A N/A N/A N/A RED S ARE THE PREMIUM CHOICE. 67

12 S FORD C.I. 8 CYL TING LIFT W/1.6 HYDRAULIC-289-smaller engine with Hyd. Hyd. 800 to H automatic, stock gears. Good torque and economy, very smooth idle. HYDRAULIC-Good for low torque in Hyd. Hyd. 800 to H Good towing in 302 automatic. Smooth idle. HYDRAULIC-Excellent combo of torque & Hyd. Hyd to H power. Best for towing in 302 stick with low gears. HYDRAULIC-Good for daily driven Hyd. Hyd to H performance vehicles. Mid-range power. Slightly lower gears. Mild rough idle. MAGNUM HYDRAULIC-Performance use. Best with Hyd. Hyd to H mild converter, headers, 9:1 compression, and lower gears. Rough idle. HYDRAULIC-Broad power stall, Hyd. Hyd to H low gears, 9.5:1 compression and headers. Rough idle. HYDRAULIC-Street / Strip use Hyd. Hyd to H stall or 4 speed 4.10:1 gear & 10.5:1 compression. Very rough idle. HYDRAULIC-Limited street use or Hyd. Hyd to H Bracket Race. 11:1 compression, 4000 stall, 4:10 or lower with good intake & exhaust. Radical idle. XTREME ENERGY HYDRAULIC-Very strong torque, excellent Hyd. Hyd. 600 to XE250H mileage, smooth idle. HYDRAULIC-Strong torque thru low end Hyd. Hyd to XE256H and mid-range, good idle. HYDRAULIC-Excellent response, good Hyd. Hyd to XE262H mid-range, stock converter, gear. HYDRAULIC- Great for Street Machine, Hyd. Hyd to XE268H stall. HYDRAULIC-Very strong torque and Hyd. Hyd to XE274H throttle response, stall. HYDRAULIC-Street / Strip, stall, Hyd. Hyd to XE284H headers, gears, has rough idle. HYDRAULIC-Pro Street / Bracket, good Hyd. Hyd to XE294H intake, headers, gear, stall. Torque Converters for Magnum and Xtreme Energy Cams Listed on page FAX

13 KITS & COMPONENTS FORD C.I. 8 CYL K SK CL RP , , K SK CL RP , , K SK CL RP , , K SK CL RP , , MAGNUM K SK CL , , K SK CL , , K SK CL , , K SK CL , , XTREME ENERGY K SK CL , , K SK CL , , K SK CL , , K SK CL , , FORD / LINCOLN / MERCURY CORPORATE SECTION K SK CL , , K SK CL , , K SK CL , , Footnotes: Master Footnote index on page Requires screw-in studs & guide plates. 2 Requires machining on cylinder heads. 3 Valve spring oil shield available. 7 Stock springs cannot be used. 33 Pre- 72 engines use part # Part #4504 studs required for 78-present use part # RED S ARE THE PREMIUM CHOICE Adjustable valve train required. 38 For 1.71:1 ratio use #RP For 1.71:1 ratio use # If equipped with studs and guide plates use part #

14 S FORD C.I. 8 CYL MARINE TING LIFT W/1.6 HYDRAULIC-Good vacuum, works Hyd. Hyd. 800 to BH with stock computer. Better torque and power. HYDRAULIC-Excellent economy, Hyd. Hyd to H pleasure and skiing use, fairly smooth idle. HYDRAULIC-Single or dual engines. Hyd. Hyd to H Best for Inboard/Outboard. Noticeable idle. HYDRAULIC-Off shore type boat. Hyd. Hyd to H Strong performance, rough idle. DUAL ENERGY TING LIFT W/1.6 HYDRAULIC-Good torque, good mileage. Hyd. Hyd to DEH Excellent low end horsepower. Smooth idle. HYDRAULIC-Very strong mid-range. Every Hyd. Hyd to DEH day performance for stock exhaust. HYDRAULIC-High performance. High end Hyd. Hyd to DEH power stall recommended. Choppy idle. NOSTALGIA PLUS Hydraulic Flat Tappet Camshaft HYDRAULIC-Sound of Ford 271HP 289 cam Hyd. Hyd to N+271H º with hydraulic lifters and increased performance. COMPUTER CONTROLLED TING LIFT W/1.6 HYDRAULIC-E.F.I. Speed Density, works with Hyd. Hyd to XE250H stock computer. Very strong torque, excellent mileage, good idle quality. DRAG RACE Hydraulic Flat Tappet Camshaft for E.F.I. HYDRAULIC-Good for 4 speed or 3500 stall Hyd. Hyd to AH :1+ compression. Torque Converters for Magnum and Xtreme Energy Cams Listed on page FAX

15 KITS & COMPONENTS MARINE LIFTERS TIMING RETAINERS FORD C.I. 8 CYL LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES , N/A N/A , N/A N/A , N/A N/A , N/A N/A DUAL ENERGY K SK CL RP , , K SK CL RP , , K SK CL RP , , NOSTALGIA PLUS Hydraulic Flat Tappet Camshaft K SK CL RP , , COMPUTER CONTROLLED LIFTERS TIMING , N/A N/A N/A DRAG RACE RETAINERS Hydraulic Flat Tappet Camshaft for E.F.I. LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES FORD / LINCOLN / MERCURY CORPORATE SECTION N/A N/A Footnotes: Master Footnote index on page Requires screw-in studs & guide plates. 2 Requires machining on cylinder heads. 3 Valve spring oil shield available. 7 Stock springs cannot be used. 33 Pre- 72 engines use part # Part #4504 studs required for 78-present use part # RED S ARE THE PREMIUM CHOICE Adjustable valve train required. 38 For 1.71:1 ratio use #RP If equipped with studs and guide plates use part #

16 S FORD C.I. 8 CYL MAGNUM Retro-Fit Hydraulic Roller Camshafts, For engines that DID NOT come from the factory with hydraulic roller cams, NOT FOR E.F.I. TING LIFT W/1.6 HYDRAULIC ROLLER-Smallest of the line. Hyd. Hyd to HR Best with stock engine for Street Rod or towing. Stock converter. Smooth idle. HYDRAULIC ROLLER-Mild street Hyd. Hyd to HR performance increase. Slightly noticeable idle. Stock converter. HYDRAULIC ROLLER-Great for Street Hyd. Hyd to HR Machines. Best power increase above 3500, good torque. Mild idle. HYDRAULIC ROLLER-Street Machine Hyd. Hyd to HR and limited high performance street use. Best with 4 speed and gears. Aftermarket intake & headers. HYDRAULIC ROLLER-Street / Strip only Hyd. Hyd to HR spd & 4.10 or lower gear. 9:1 comp., aftermarket intake, headers and converter. MAGNUM SOLID-Daily usage in performance to S vehicles. Broad power, good driveability, stock gear and compression. Mild rough idle. SOLID-Performance cam for Street to S Machines. Lower axle ratio and 2500 stall with headers. Rough idle. SOLID-Great for Street / Strip. 4 speed or to S automatic with 3500 stall. Intake, headers, low gears, very rough idle. 10:1 comp. SOLID-Limited Street use, with 4000 stall or to S speed, with 4.10 or lower gear. Radical idle. 11:1 comp. NOSTALGIA PLUS Mechanical Flat Tappet Camshafts Mechanical Flat Tappet Camshaft SOLID-Outstanding power & modern tight to N+271S º lash with Ford 271 HP 289 cam character. FACTORY MUSCLE COMP Cams has taken the factory muscle cam specs and reproduced them to our strict tolerances. TING LIFT W/1.6 SOLID-Factory I.D. # C30Z-6250-C for, to C30ZS º 289 cu.in , Factory 271 H.P. MAGNUM MUSCLE These cams follow the tradition of COMP Cams excellence and offer a step up from original equipment cam designs. These cams are stronger than stock and are tailored to the traditional high compression engines of the sixties and seventies, through the design techniques of today. If you need more technical assistance, call us at SOLID-Magnum Muscle Camshaft for, to S cu.in , Factory 271 H.P. Torque Converters for Magnum and Xtreme Energy Cams Listed on page Footnotes: Master Footnote index on page These cams can only be used in engines. NOT 302 H.O. blocks due to base circle size FAX

17 KITS & COMPONENTS FORD C.I. 8 CYL MAGNUM Retro-Fit Hydraulic Roller Camshafts, For engines that DID NOT come from the factory with hydraulic roller cams, NOT FOR E.F.I. K SK CL RPR , K SK CL RPR , K SK CL RPR , K SK CL RPR , K SK CL RPR , MAGNUM K SK CL , , K SK CL , , K SK CL , , K SK CL , , NOSTALGIA PLUS Mechanical Flat Tappet Camshafts Mechanical Flat Tappet Camshaft K SK CL , , FACTORY MUSCLE COMP Cams has taken the factory muscle cam specs and reproduced them to our strict tolerances. LIFTERS TIMING RETAINERS LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES FORD / LINCOLN / MERCURY CORPORATE SECTION , N/A N/A N/A MAGNUM MUSCLE These cams follow the tradition of COMP Cams excellence and offer a step up from original equipment cam designs. These cams are stronger than stock and are tailored to the traditional high compression engines of the sixties and seventies, through the design techniques of today. If you need more technical assistance, call us at , N/A N/A N/A Footnotes: Master Footnote index on page Requires screw-in studs & guide plates. 2 Requires machining on cylinder heads. 3 Valve spring oil shield available. 7 Stock springs cannot be used. 12 Hi-Tech Lite Lifters. No Chamfers. 33 Pre- 72 engines use part # Part #4504 studs required for 78-present. RED S ARE THE PREMIUM CHOICE use part # For 1.7:1 ratio use # If equipped with studs and guide plates use part #

18 S FORD C.I. 8 CYL DRAG RACE Mechanical Flat Tappet Camshaft TING LIFT W/1.5 SOLID-Good torque for small engines to B stall 10:1 compression. SOLID-Best baseline race cam 10.5: to B compression, 3500 stall, good power. SOLID-Good for 4000 stall in medium to B to heavy cars 10.5:1 compression. SOLID-Light car with 4 speed or 4500 stall, to B :1 compression. MAGNUM Mechanical Roller Camshafts TING LIFT W/1.6 MECHANICAL ROLLER-Broad power to R Lower axle ratio, 2500 stall with headers. Rough idle. MECHANICAL ROLLER-Ultimate in Pro to R Street stall 4.10 or lower gear. Radical idle. DRAG RACE Mechanical Roller Camshafts TING LIFT W/1.6 MECHANICAL ROLLER-Excellent to BR torque in 11:1 engines with 4000 stall. MECHANICAL ROLLER-Easy on parts, to AR great automatic cam, must have 4500 stall. Technical assistancecamshaft and valve train Footnotes: Master Footnote index on page Requires distributor gear upgrade FAX

19 KITS & COMPONENTS DRAG RACE LIFTERS TIMING Mechanical Flat Tappet Camshaft FORD C.I. 8 CYL RETAINERS LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES N/A N/A N/A N/A N/A N/A N/A N/A MAGNUM Mechanical Roller Camshafts K SK CL N/A K SK CL N/A DRAG RACE LIFTERS TIMING Mechanical Roller Camshafts RETAINERS N/A N/A LASH CAPS REV. KIT DIST. GEARS STUD GIRDLES FORD / LINCOLN / MERCURY CORPORATE SECTION Technical assistancetransmission and torque converters Footnotes: Master Footnote index on page Requires screw-in studs & guide plates. 2 Requires machining on cylinder heads. 3 Valve spring oil shield available. 6 Offset lifters available. 7 Stock springs cannot be used. 12 Hi-Tech Lite Lifters. No Chamfers use part # RED S ARE THE PREMIUM CHOICE. 75

20 S FORD 5.0L 8 CYL TING LIFT W/1.6 HYDRAULIC-Strong torque and mileage Hyd. Hyd. 800 to H in low applications. Stock replacement. Smooth idle. HYDRAULIC-Great torque for trucks, Hyd. Hyd to H WD s and towing. Best for tow vehicles with automatic and stock gears. Smooth idle. HYDRAULIC-Moderate high Hyd. Hyd to H performance street driving. Mild Street Machines, stock drive line. Noticeable idle. MAGNUM HYDRAULIC-Good for daily driven Hyd. Hyd to H performance cars. Largest cam for stock converter. Lower gears. Mild rough idle. HYDRAULIC-Excellent Street Machine Hyd. Hyd to H cam. Headers and 2000 stall with low gears. Rough idle, minimum 9:1 compression. HYDRAULIC-Great Street / Strip cam. Hyd. Hyd to H :1 compression, headers, intake, gears and 3000 stall. Very rough idle. HYDRAULIC-Ultimate cam for Pro Hyd. Hyd to H Street stall with minimum 10:1 compression and low gear. Radical idle. DUAL ENERGY HYDRAULIC-Good torque, good Hyd. Hyd to DEH mileage. Excellent high end horsepower. Smooth idle. HYDRAULIC-Very strong mid-range. Hyd. Hyd to DEH Everyday performance for stock exhaust. Noticeable idle. HYDRAULIC-High performance. Superior Hyd. Hyd to DEH high end power. Needs 2000 stall. Choppy idle. Torque Converters for Magnum and Xtreme Energy Cams Listed on page FAX

21 KITS & COMPONENTS FORD 5.0L 8 CYL K SK CL RP , K SK CL RP , K SK CL RP , MAGNUM K SK CL , K SK CL , K SK CL , K SK CL , DUAL ENERGY K SK CL RP , K SK CL RP , K SK CL RP , FORD / LINCOLN / MERCURY CORPORATE SECTION Technical assistancecamshaft and valve train Call for a free catalog Footnotes: Master Footnote index on page Requires screw-in studs & guide plates. 2 Requires machining on cylinder heads. 3 Valve spring oil shield available. 7 Stock springs cannot be used. 33 Pre- 72 engines use part # Part #4504 studs required for 78-present use part # RED S ARE THE PREMIUM CHOICE Adjustable valve train required. 38 For 1.71:1 ratio use #RP If equipped with studs and guide plates use part # Click here to advance to next section 77