Contour Enthusiasts Group Archives Forums Modifications Duratec Performance Cat cams

Ok... Now im getting very frustrated. Seeing how you are too lazy to go out and pick up the cam timing evens on 114 degree lobe centers i will RETRIEVE the information from the website for you. Here is the baby spoon open wide !!

All valve timing information derived at 1 mm or .040 inches of lift.

216 cam -4/40 40-4
224 cam 0/44 44/0
232 cam 4/48 4/48
240 cam 8/52 8/52
248 cam 12/56 12/56

Also i would like to say that no one actaully knows the stock lift of these cams. Its not 9.8 i can almost gaurantee. Those ramp rates would create more lifter wear then the big 3 would like to see. But taking what other dohc engines run at stock its usaully around .323 to .353 lift at the valve So around 8.9-8.2 mm. And the area under the curve with these cams will be much better because of the rapid valve acceleration. The increase in power will be very good through the midrange and the top really pulling through.

And i would like to know what exactly the diffrence from a 2 valve and 4 valve engine is. lift*circumfrence is the survace area for a cylinder or the flow area. The valves are there to let air fill the gap in the chamber. No magic here... The bigger the flow area the better it breaths.

Cams really lay down the same ranges of operations on every single engine 2 valve or 4 as long as the flow stays about the same.

It is 9.8. Here is the rest of the info in case you can't find it when you did your search.

ENGINE SPECIFICATIONS


General Ford DuraTech
Displacement 2.5L (153CID)
Number of Cylinders 6
Bore and Stroke 82.4x79.5 (3.25x3.13in)
Firing order 1 - 4 - 2 - 5 - 3 - 6
Oil Pressure 138-310kPa (20-45psi)
CYLINDER HEAD AND VALVE TRAIN
Combustion Chamber Volume 44.5+/- 1.5cc (2.7+/-0.09in) (9.4:1)
Valve Bore Diameter
Valve Seats
Width - intake 1.1-1.4mm (0.043-0.055in)
Width - exhaust 1.4-1.7mm (0.055-0.066in)
Angle 44.75 degrees
Runout (T.I.R.) Max 0.04mm (0.001in)
Valve Arrangements
(Front to Rear) (P)rimary, (S)econdary, (E)xhaust
LH Intake S-P-S-P-S-P
LH Exhaust E-E-E-E-E-E
RH Intake P-S-P-S-P-S
RH Exhaust E-E-E-E-E-E
Valve Stem to Guide Clearance
Intake 0.020-0.069mm (0.0007-0.027in)
Exhaust 0.045-0.094mm (0.0017-0.037in)
Valve Head Diameter
Intake 32mm (1.26in)
Exhaust 26mm (1.02in)
Gauge Diameters 31 and 24.5mm (1.22 and 0.96in)
Valve Face Runout Limit 0.05mm (0.001in)
Valve Face Angle 45.5 degrees
Valve Stem Diameter (Std)
Intake 5.975-5.995mm (0.2350-0.2358in)
Exhaust 5.950-5.970mm (0.2343-0.2350in)
Valve Springs
Compression Pressure (N @ Spec. Length)
Intake 680N@30.19mm (153lbs@1.18in)
Exhaust 680N@30.19mm (153lbs@1.18in)
Free Length (Approximate)
Intake 46.8mm (1.84in)
Exhaust 46.8mm (1.84in)
Installed Pressure (N @ Spec. length)
Intake 228N@39.99mm (51lbs@1.57in)
Exhaust 228N@39.99mm (51lbs@1.57in)
Service Limit 10% Pressure loss @ 30.09
Out of Square Limit 1%
Rocker Arm Ratio 1.8:1
Hydraulic Valve Tappet
Diameter (Std) 16-15.988mm (0.6290-0.6294in)
Clearance to Bore 0.018-0.069mm (0.0007-0.0027in)
Service Limit 0.016mm (0.0006in)
Hydraulic Leakdown Rate 5-25 seconds
Collapsed Valve Tappet Gap - De 0.50-1.11mm (0.019-0.043in)
Hydraulic Lash Adjuster (HLA) to Cylinder Block Clearance
Standard
Maximum
CAMSHAFT
Lobe Lift
Intake (Primary) 4.79mm (0.188in)
Intake (Secondary) 4.79mm (0.188in)
Exhaust 4.79mm (0.188in)
Allowable Lobe Lift Loss 0mm (0in)
Theoretical Valve Lift @ Zero Lash
Intake (Primary) 9.80mm (0.388in)
Intake (Secondary) 9.80mm (0.388in)
Exhaust 9.80mm (0.388in)
End Play
Standard 0.025-0.165mm (0.001-0.0064in)
Service Limit 0.190mm (0.00748in)
Journal to Bearing Clearance
Standard 0.025-0.076mm (0.001-0.0029in)
Service Limit 0.121mm (0.047in)
No. 1 and 5
No. 2, 3, and 4
Journal Diameter (all) 26.962-26.936mm (1.061-1.060in)
RH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
LH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
Camshaft Runout
Bearing Inside Diameter (all) 27.012-26.987mm (1.063-1.062in)
CYLINDER BLOCK
Head Gasket Surface Flatness 0.25 / 25 x 25.050 / 150 x 150
Cylinder Bore
Diameter
Grade 1 82.4-82.410mm
Grade 2 82.411-82.421mm
Grade 3 82.420-82.430mm
Surface Finish (RMS) 0.2-0.6 microns
Out of Round Limit 0.015mm (.0005in)
Out of Round Service Limit 0.020mm (.0007in)
Taper Service Limit 0.006mm (.0002in)
Main Bearing Bore Diameter 68.998-69.022mm (2.716-2.717in)
Minimum
0.25mm (0.010in) Undersize Standard
CRANKSHAFT
Main Bearing Journal Diameter
Out of Round Limit
Taper Limit
Journal Runout Limit
Standard Diameter 62.968-62.992mm (2.467-2.479in)
Minimum Diameter
0.25mm (0.010in) Oversize
Thrust Bearing Journal
Crankshaft End Play
Standard 0.110-0.232mm (.004-.009in)
Maximum
Connecting Rod Journal
Diameter 49.970-49.990mm (1.967-1.968in)
Out of Round Limit 0.050mm Max (0.001in)
Taper Limit
Main Journal Oil Clearance
Standard
Maximum
Available Undersize Bearing
Connecting Rod Bearings
Clearance to Crankshaft 0.028-0.066mm (0.001-0.0025in)
Maximum
Thrust Bearing Thickness
Standard
.25mm (0.010in) Oversize
.50mm (0.020in) Oversize
Bearing Wall Thickness (Std) 1.503mm (.059in)
Main Bearings
Clearance to Crankshaft -Desired 0.025-0.045mm (0.0009-0.0001in)
Clearance to Crankshaft -Allowab 0.025-0.050mm (0.0009-0.0019in)
Maximum
Available Undersize
Bearing Wall Thickness
Grade 1 2.501mm (0.0984in)
Grade 2 2.505mm (0.0986in)
Grade 3 2.510mm (0.0988in)
CONNECTING ROD
Piston Pin Bore Diameter 21.017-21.032mm (0.827-0.828in)
Crankshaft Bearing Bore Diamete 53.015-53.035mm (2.0872-2.0879in)
Length (Center to Center) 138.06-138.4mm (5.435-5.448in)
Alignment (Bore to Bore Max Difference)
Twist 0.050mm per 25 (0.0019 per 0.984in)
Band 0.038mm per 25 (0.0014 per 0.984in)
Side Clearance (Assembled to Crank)
Standard 0.100-0.30mm (0.0039-0.0118in)
Service Limit 0.35mm Max (0.0137in)
PISTONS
Diameter
Coded Grade 1 82.390-82.410mm (3.2436-3.2444in)
Coded Grade 2 82.398-82.422mm (3.2440-3.2449in)
Coded Grade 3 82.410-82.430mm (3.2444-3.2452in)
Piston to Bore Clearance
Standard 0.012-0.022mm (0.0005-0.0009in)
Maximum
Pin Bore Diameter 21.008-21.012mm (0.8270-0.8272in)
Ring Groove Width
Compression (Top) 1.230-1.245mm (0.0484-0.0490in)
Compression (Bottom) 1.530-1.545mm (0.0602-0.0608in)
Oil Ring 3.030-3.055mm (0.1192-0.1200in)
Piston Pin
Length 55.05-55.47mm (0.0001-0.0078in)
Diameter 21.011-21.013mm (0.0013in)
Pin to Piston Clearance -0.005 to +0.001mm (0.0001-0.00003in)
Pin to Rod Clearance
Standard 0.004-0.020mm (0.0001-0.0007in)
Service Limit 0.035mm (0.0013in)
Piston Ring Width (Compressed)
Side Clearance
Compression (Top) 0.040-0.075mm (0.0015-0.0029in)
Compression (Bottom) 0.040-0.085mm (0.0015-0.0033in)
Oil Ring Snug Fit
Service Limit 0.10mm (0.0039in)
Piston Ring Gap
Compression (Top) - gauge di 0.100-0.250mm (0.0039-0.0098in)
Compression (Bottom) - gauge 0.27-0.42mm (0.0106-0.0165in)
Oil Ring (Steel Rail) gauge 0.15-0.65mm (0.0059-0.0255in)
Compression (Top) - Service Limit 0.50mm Max (0.0196in)
Compression (Bottom) -SvcLim 0.65mm Max (0.0255in)
Oil Ring (Steel Rail) - SvcLim 0.90mm Max (0.0354in)
LUBRICATION SYSTEM
Oil Pump Type
Oil Rotor to Oil Pump Housing Clearance
Rotor Tooth Tip Clearance
Oil Capacity
Total (Dry engine) 5.5L (5.8qt)
Refill (With Filter)
Refill (Less Filter)

Wow! *Copy, paste*

oooo Real information.. thanks man much appreciated

So does anyone know how much these cams cost and what else you would need to do to your engine? I Know there are different cams listed on their site... but I did not see any pricing.

Also what kind of power increases are we looking at for the various set ups? I am not technical enough to understand the extremely enlightening discussion that is happening above... so does anyone have a translation button I can hit??

Fern

Hey Fernando.....just call up Johnston Research & Perf in Mississauga. They are a distrubtor. I am also interested in these cams, but they would have to wait until summer 05 when ESP is up and I have been out in the workforce for a bit (...mmm...3.0L pnp heads + valves, cams and 7500 redline).

PS....my rotors were a casulty at Shannonville too! I may also have thought of a possible cause to you failure at the track so PM me if you want to hear about it.

The smallest cam is what most would call a street replacement cam. Good for mild turbocharging/blower. Its going to come up with power almost everywhere over stock. looking at around 10-15 percent at the top of the tach if youv got the major restrictions out of the way 10 for a straight cam swap on a stock engine id say.

The second would be a more aggresive blower turbo cam good increases loosing some of that 1000-1700 rpm torque for a trade of about 14-17 percent on top depending on bolt ons

Third is a nice N/A streetable cam or a very aggresive turbo grind (youll get too much blow through with a High Psi blower I think) youll see alot more in the mid range (3000-5000) and an explosive 5000 to the red. Looking at 20-25 percent depending on how good it breaths.

4rth is a higher rpm N/A cam capable of making power well after you hit the fuel cut. Looking at upto 30 percent down at the redline if you have your system ready to go.

The 5th cam is better left to those who have a way to really tune their car because it probably wont idle well in the sub 1000 rpm area. Makes great power above 5000 but starts to slow down on the midrange compared to the stage 4 because of the long durations. 35-40 percent as tuned length headers really come into play with a higher overlap cam.

Thx for the info Travis. Overall I gotta say that this has been a very informative thread. Some very seeeettt info above.

Evan my brake problem was only a symptom of many other items that broke causing my left front wheel to wobble which caused the caliper braket to get cooked becasue it would constantly rub on the rotor all the way around the track. I had to replace the left front driveshaft, left front wheel bearings, left front wheel hub? etc. There was extensive damage which ithnk was caused by my spin out in the rain on the slicks.

Thx

Fern

Sorry for the hijack!