HOW TO CAM A POWERFUL 5.0L FORD. TURBO, BLOWER, NITROUS, STROKER AND NA CAMS-THEY ARE ALL THE SAME!

[@outlawbillionairez9780]

This flies in the face of what we've all been told. Manufacturers want you to buy everything specific for your build, when it's not really necessary.

[@michaelblacktree]

In the automotive community, there are many long-standing "rules" that aren't relevant anymore. Technology changes, but people don't.

[@exploranator]

The ultimate finely-tuned combination for each engine is a massively interwoven web of codependent factors. Most people are NOT looking for ULTIMATE fine-tuning, as it is FAR cheaper to just turn up the boost, add more cubes, or slap on a set of heads, not do exhaustive research to find the ultimate combination of absolutely everything.

[@pimpovic2]

Works does not mean optimized. Just like you gain or lose hp with a certain cam based on heads and combo, your cam can change power with your power adder too. Can it work, absolutely. Is it "best"? Not likely.

[@Prestiged_peck]

@@pimpovic2 this. And too many people sweat over 5 horsepower when they're already making 4 digits. Really doesn't matter unless you're trying to set records.

[@lifeonadime4703]

Iv been saying this for years. If you get a cam ground to do EXACTLY what you want, power band, idle etc, you can only improve that with boost. Making more na/ requires less boost to reach the same HP as a weak na engine built just for boost. Proven over and over and over again by this guy ☝️

[@paulh9279]

Thank you for more 5.0L ford content Ill smash the button on everyone!!!

[@Paulster2]

Dang, with your entro I was actually missing the music ... THEN IT HAPPENS! Gotta have the beats! Love yah, Bro! 😜😜😜

[@aaronliddell4280]

This is why I feel that custom cams are overrated, not saying that they couldn’t make a little bit more power, but certainly not a huge difference ~

[@theredwedge9446]

Power is in the heads !

[@Fatt-billy.racing]

I use to run a 347 stroke with the pistons sticking 10 out the block with lunati 51018 cam 560/576 242/252@50 on a 110 with victor jr heads hogged out angle cut and was a little over 12-1 and super victor intake and 950xp carb made a little over 540 na at 7000 then swapped to solid 694/702 264/270@50 114. And turned it to 8500 and was making close to 600hp. Then on a grudge race sent it to the moon with a 250 shot .

[@steeldog173]

Would love to see a turbo 3.5 L Chrysler engine with twin turbo and programing.

[@cam3002]

A suggestion for a future test. Take a good CAM profile like you just did and change the LSA. Would be real interesting to see what happens with 106 degree to 116 degree LSA would do. And explain the down sides such as piston to valve clearance.

[@socleanmx6]

He did this already!

[@richardholdener1727]

SEE THE LSA CAM TEST VIDEO

[@EpicScandinavian]

@@richardholdener1727 Link to that video: kzbin.info/www/bejne/gIarqIl5ec-ipLc

[@nothanks81]

a tfs street heat Efi intake pulling clean to 6200 with that cam is something you don't see often...

[@utahcountypicazospage5412]

You know what I have noticed the cams that work well with everything have a 6-15 split favoring exhaust it seems single pattern don’t as well

[@rogerowens5669]

It's pretty obvious but still good job Richard

[@chandlerlofton6536]

And you forgot the best thing about the XE274…. It sounds badass!

[@01Snorky]

Any thoughts on the ford performance alphabet cams vs the comp cams etc.

[@mattstang1983]

Thanks for all the great videos you share, , I'm building a 302 blowthrow set up and was wondering which supercharger kit you would prefer since you have experience with both. 1 is the paxton 1200sl kit and the other would be the torqstorm kit. Thanks in advance and for all the great videos!

[@dannykichar9066]

Richard can you test some smaller cams on 347 with different heads not everyone needs that big of a cam just to see how much good heads are worth

[@richardholdener1727]

TAKE A LOOK AT OTHER VIDEOS- I RAN A 347 WITH A STOCK CAM

[@sstevocamaro]

Do all of that stuff and he’ll keep testing 👍

[@blownfox]

Wow I was really surprised about the 306 with the blower that's some good power!!! That would be a great set up. So can you put to big of a head like a 225 63cc on a sb with boost?

[@timweb1510]

Good sbf uploads

[@johnmurner2418]

my fox has a e303 and 1.6 pedestal rockers etc. hoping it works well with my new weiand 174 setup. any and all advice is welcome!!! ❤❤❤❤

[@richardholdener1727]

those all work

[@johnmurner2418]

@@richardholdener1727 you rock!! 🎸 🤘

[@johnmurner2418]

@@richardholdener1727 While I have your attention!! I have a set of aluminum z heads. They look like they have a pretty wild port job on them how would I go about finding the right valves? a good machine shop to "stuff" them? thank you!!

[@danieldrake129]

Can you run an e303 cam with a torque storm supercharger

[@billpace3489]

Before I do watch this video I have one question even though it will probably be answered by watching these videos. The question is how many times or passes can you make with that one team on each setup before it destroys something,

[@richardholdener1727]

ONE TEAM?

[@billpace3489]

@@richardholdener1727sorry about that sir usually I talk to my Bluetooth I believe that was supposed to say one engine. I have been doing this for about 40 years and never exceeded 700 horses but they 351 because I was always told after that it's going to grenade

[@pimpovic2]

What is the trick flow version of this cam? Stage 2? Stage 3? Very curious about this one.

[@richardholdener1727]

2

[@pimpovic2]

@@richardholdener1727 did some investigating, looks like the ramp rates and overall lift on the intake side are different but otherwise the cams are alike. Also, it turns out that the TF stage 2 is a copy of the old Anderson B4 cam, but it's so long ago, that currently Anderson can't confirm any of the timing events or ramp rates on the B4. The info was lost to Anderson when Crane was purchased by Comp. Back then, the ones doing the grinding would sell the cams off to other makers to slap their own names on them, hence the Trick Flow stage 2. This led to all the secrecy with Anderson cams once they changed suppliers. It's very possible that the 274 HR cam is a descendant of the old B4 cam, as Comp would have acquired the info through Crane. Likely with some tweaks towards modern knowledge. Still though, the nod goes to Rick Anderson for his contribution to early Ford cam progress.

[@skyhighcustoms1993]

So why pick the 274 vs the 284 cam?

[@richardholdener1727]

better turbo response

[@cars_and_stuff]

How much power does the extrude hone pick up on the holley systemax?

[@richardholdener1727]

I DON'T THINK WE TESTED JUST THAT

[@exploranator]

I do know that a single cam will work across power-adders. THEORY: for supercharged or nitrous-injected engines, more exhaust size and/or duration is proven to help, as the size of the intake relative to the charge entering the cylinder gets larger in its capabilities, but the size of the exhaust versus the greater output of exhaust due to supercharging and/or nitrous injecting gets SMALLER relative to the amount of exhaust that has to escape against the same atmospheric pressure and exhaust system flow. Now, a turbo does not cause the same relative change in sizes/ capabilities of the intake and exhaust valves due to the fact that backpressure in the exhaust system is rising at the same time the boost pressure is rising, so it behaves a lot like a motor that has come upon a pocket of high environmental air pressure, once the turbo is spooling. In other words, non-turbocharged engines that have power-adders like to haver more exhaust valve timing and/or capability to maximize the power output because the higher energy density of the intake charge while making the intake valve more effective makes the exhaust valve LESS effective relative to the volume of exhaust facing the atmospheric pressure, ultimately. Long-tube headers cause supercharged engines to "lose boost" but what they are really doing is reducing the backpressure fighting the intake charge entering the cylinders, not losing the boost out of the exhaust valves or some other mysterious black hole. In short, packing more mass of air and fuel into a cylinder in the same volume being taken in increases the mass flow capability of the intake valve and reduces the (relative) capability of the exhaust valve to get rid of that extra mass. The only way to find the fine-tuning differences in cam timing between a N/A, turbo, nitrous and supercharged versions of the same engine is to just try various configurations out, like the increased exhaust duration of the Hellcat versus the 392 in Hemis, for example. Dodge didn't arrive at that conclusion by lucky guesswork. For ultimate power production, each individual part of an engine would have to be designed specifically to contribute in concert with every single other part of the engine, which is kind of an F1-level budget requirement.

[@richardholdener1727]

IN SHORT-ANY CAM WILL DO THIS SAME THING-THINK NA POWER THEN BOOST ADDS TO THAT

[@unclesquirrel6951]

Personally I blame squirrel.s

[@sstevocamaro]

I hate squirrels. They love to dig up my yard.

[@unclesquirrel6951]

@@sstevocamaro furry jerks :(

[@michaelblacktree]

In Putin's Russia, squirrel blames YOU!

[@tturi2]

@@michaelblacktree Prussia, how history has come full circle lol

[@jakejonesy9275]

I love your videos….but I think the community is way bigger than u think…your in a bubble 👍…. also how bout some cam tune videos please

[@richardholdener1727]

what community?