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370, 429 & 460
Please wait View as:. Add to Cart. Level 1 indicates a good stock replacement camshaft. These profiles are designed to enhance throttle response and low end torque in vans, trucks, passenger cars and mild marine applications while delivering fuel efficient motoring. High vacuum, smooth idle and maximum efficiency are characteristics of these cams. Stock or small cfm carburetor, small diameter tube headers and dual exhaust are recommended for maximum benefit.
Intended for stock or near-stock engines and drive trains, 8. If you are uncertain as to which cam profile best suits your needs, please contact our technical support staff at Level 2 profiles are for individuals that require more power and an extended rpm range.
Works well with stock or near-stock engines and drive trains in a lightly modified street engine. These camshafts provide excellent low end and mid-range power for spirited street, off road driving and mild marine applications. Modifications that should accompany installation of these cams include small diameter tube headers, low restriction dual exhaust, aftermarket manifold, increased cfm carburetor and reworked or performance ignition.FORD 460 THUMPER CAM
Increased compression 9. Aftermarket torque converter with slightly higher stall speed is recommended because stock factory converters do not allow the engine to provide adequate idle speed and off idle performance.
These camshafts work well with four-speed manual transmission. Level 3 camshafts are designed for moderately modified engines. These higher lift, longer duration camshafts demand close attention to rear end gearing and tire diameter combinations. The secret here is to pick a ring and pinion gear set and tire diameter that keeps the engine in its optimum rpm power range. These profiles perform well with four-speed manual transmissions or automatic transmissions if a high stall torque converter is employed.
Headers, dual exhaust, larger than stock carburetor, performance manifold and increased compression 9. Mild porting and larger valves will improve performance. Level 4 camshafts are designed for heavily modified engines. These grinds exhibit strong mid-range to top end torque and horsepower. Headers, dual exhaust, large cfm carburetor, performance ignition and increased compression of Cylinder head modifications would be beneficial.
Use with standard manual transmission or automatic with high stall torque converter. Again, close attention to proper ring and pinion and tire diameter selection is imperative. Level 5 camshafts are designed for fully prepared, high compression, all-out racing engines and chassis. Extensive cylinder head modification, bigger valves, lightweight valve train, titanium valves, maximum flow carburetion or fuel injection, racing gas, alky or nitro, magneto or electronic ignition, performance rod and crank assembly and increased engine clearances are required for maximum benefit.
Please see information specific to your CID group in the more detailed product description below.Frequent Car Craft readers know the drill: Grab a low-dollar long-block engine assembly, throw headers, a carb, an intake, and a cam at it But this time we'd throw in a couple of twists: The test mule would be an un-Chevy--namely, a big-block Ford and we'd run the combo on affordable octane regular-grade gas. Little did we realize what we were in for. When it comes to a Ford big-block, there's no such thing as a simple bolt-on; Ford has changed the 's basic architecture more often than a Paris salon changes dress styles.
This affects basic interchange and makes parts more expensive than parts for a typical small-block Chevy. Converting commonly available 'and-later s with bolt-down, pedestal-mounted rockers to a stud-mounted adjustable valvetrain traditionally requires removing the heads from the engine and expensive remachining. Recently, some aftermarket outfits have developed relatively affordable bolt-on conversions suitable for hydraulic cams at the street-performance level that don't require machining down the pedestals.
The ''97 heads do have the virtue of large cc combustion chambers that make it easy to keep compression down, but some sources claim the late chamber shape is inefficient and detonation-prone, even with low-compression ratios. Most of these early valvetrains use bottleneck rocker studs and guided rocker arms that, while still nonadjustable in stock form, are easily upgradeable to fully adjustable status.
The rub is finding a set of the early heads, then coming up with the right pistons to keep compression down. Fortunately, RPM Engines, our rebuilt-engine source, was able to build a low-compression engine with early heads. Strangely, the engine still had the standard 's 4.
Deep in the hole at TDC, the deep-dish, rebuilder-quality cast pistons only made 8. We thought making the valvetrain fully adjustable was simply a matter of screwing in the right rocker-arm studs.
But it turns out you also need to replace the guided rockers and nonhardened pushrods with conventional rockers, pushrod guideplates, and different-length pushrods hardened for compatibility with the guideplates. Lube System: Not an Easy Pickup As delivered, the long-block assembly didn't have an oil-pump pickup, oil pan, or external tin. Not having a complete core for a parts donor, the pieces were rounded up at the local wrecking yard.
Getting the right oil-pump pickup can be tricky: Not only must the pickup match the oil-pan shape early front-sump or late rear-sumpbut both press-in and bolt-on styles have been used. Not all bolt-on pickups have the same bolt spacing either. Our engine's standard- performance oil pump accepted a standard press-in pickup for a front-sump oil pan. Camshaft: In for the Duration The engine's as-delivered stock replacement cam was mild even by small-block standards, so upgrading to an aftermarket cam was mandatory.
But selecting a cam for a low-compression engine is a fine balancing act. Compensating for efficiency losses seemingly calls for a big cam. On the other hand, low compression degrades bottom-end performance, just like a larger cam does.
In the end, we selected a middle-of-the-road Erson TQ40H hydraulic grind; designed to make power in the 2, to 5,rpm range, it's Erson's largest recommended cam for under Valvesprings: Offset's the Key Erson's cam required stouter valvesprings than the long-block's wimpy replacement springs, which only developed psi of seat pressure.
The stouter springs, retainers, and valve-stem locks keepers are included in Erson's installation kit. These springs fit the stock spring-pocket diameter, but the pocket depths were too shallow to achieve the correct valvespring installed height. Separately procured aftermarket 0. Bolt-ons: Dressed for Success As a long-block, the engine came without an intake, carb, distributor, or exhaust.
That's OK because a hard-core car crafter doesn't want dowdy stock hardware when it's time for the engine to boogie. These parts aren't cheap; those on a budget could get by with less-costly generic components, albeit with some performance sacrifice. On the Ford, most of the time was spent tracking down compatible parts to finish off the engine and solve our valvetrain dilemmas.
The actual dyno run proved anticlimatic what a relief. The engine started, it ran, it didn't leak, and it made tire-melting torque, churning out at least It may have made even more peak torque, but the dyno brake couldn't hold the motor below 3,A stock cylinder bore was measured at 4.
If you are looking to over-bore a then it can easily handle a 0. The OEM heads on a are a bit of a mixed bag when it comes to performance. The intake side of the head provides a cross-sectional oval port which helped give the engine the high torque ratings that it was known for.
This design, combined with a valve sizing of 2. The flow on the exhaust ports is so bad that adding a larger cam will completely choke out the engine and provide very poor performance at any RPM range. The worst year for the factory heads of the was due to a poor design of the quench area which is the area distance between the piston at top dead center and the flat surface of the cylinder head.
Essentially the model heads had little to no quench area and were known to explode on the inside. Ford redesigned the heads for and after but still suffered from the poor exhaust port issue. The engine was featured in the Ford Torino, Thunderbirds, and Econoline models among many others.
Thealthough discontinued in the late s, remains a popular big block engine that is widely used in motor homes, boats, and industrial vehicles. Ford V8. Share via: 0 More. For the most part, the max horsepower stayed between and hp for any factory built motor with max torque ratings between usually being between and lbs.
Stroke: 3. Categories Chevrolet Chevrolet Chevrolet Chrysler Chrysler Chrysler Dodge Dodge Dodge Ford Ford Ford Plymouth Plymouth Plymouth Pontiac Pontiac Pontiac Uncategorized. Share via. Copy Link. Powered by Social Snap. Copy link. Copy Copied.Have you ever been to the races and heard how nasty the cams sound? COMP Cams has developed the Thumpr series of cams that give you every day drivability, but have that nasty race engine sound.
FORD 7.5L/460 Camshaft Kits
Pick the cam that fits your application, add a set of hydraulic lifters and you will be the talk of the town. Help is just a click away! Products to Compare max of 3 X. Add to Cart. In Stock. Ships FREE here for details and exclusions. Store Pickup Availability X. Lincoln, NE. Select your vehicle to verify fitment. Select a vehicle to verify fitment. Select Vehicle. Part Add to Buildlist.
Click to Login. Camshaft Type:. Hydraulic Flat Tappet. RPM Range:. Intake Duration:.
Exhaust Duration:. Intake Duration. Exhaust Duration. Lobe Separation:. Part :. GTIN Code:. Sold in Quantity:. Info Have you ever been to the races and heard how nasty the cams sound?
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Edelbrock Tech Support is second to none. We can answer any of your tech inquiries! High quality. Edelbrock core products are made in the USA offering unsurpassed quality and performance. Reviews No reviews added. Value 1 star 2 stars 3 stars 4 stars 5 stars.Display Options. Already know the part number you need? Click here to enter them directly into your cart. If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly.
If you are an international customer and would like to change the currency that prices are displayed in, you can do so here. What is this? Loading Today Estimated International Date Loading Today. Low Price Guarantee. We're so confident in our low prices, we offer a Beat-a-Price Guarantee: We'll beat our competitors' advertised prices on any identical, in-stock product proof of advertised price required!
FORD 7. Vertical Navigation Horizontal Navigation. Remove All Selections. Search Within Results. Narrow Your Results. Loading, Please Wait I am in the United States. International Customer Options. Delivery Options If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly.
International delivery. United States delivery. Recent Vehicles.
Refine results by: Current Vehicle Recent Vehicles. Recently Searched. Year Make FORD Model. Show Recent Vehicles. X Welcome International Customers! Results 1 - 25 of View By Product Groups. Instructions Large Image Video.
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