Burcham offered this advice: "This is where we feel it is better to be safe than sorry. The stock springs were meant for the stock cams and nothing more. I feel all cam swaps, even a 5.0L, can benefit in the long run from a set of springs to match the camshaft." Some milder cams can get away with the stock springs in place, but Burcham prefers to go with an aftermarket set whenever possible, even in the mildest cases.
Once the cam followers are...
Once the cam followers are removed, it's time to unbolt the cam caps. The caps are used to hold the cam to the cylinder head and act like a set of main caps on engine blocks. It's important to put the cam caps back in the same location, as they are sensitive due to the line bore of the holes-much like main caps are required to go back on the same way. Ford stamps a number on each cam cap so you can keep track of them.
This tool is used to hold...
This tool is used to hold the chain in place, and its use does not require the removal of the front cover and engine accessories. It's important to keep the chain in the same position, otherwise you will be required to remove the timing cover and retime the camshaft and crankshaft. Mark the chain and the timing gear, as it will aid you in reassembly and prevent a disaster on initial start up. If the chain links are off on the cam gear, then the valves will mostly open at the wrong time and crash into the pistons.
Once the cam sprocket is removed...
Once the cam sprocket is removed and the chain is secured, lift the camshaft off the cylinder head.
The required upgrade in valvesprings added considerable time and effort to the installation portion of our evaluation. It took the JPC Racing crew nearly all day to swap the valvesprings and install the camshafts. The process necessitated a tool from Ford to compress the valvesprings so the retainers could be removed. Once removed, the valvesprings slid off the valves. The cylinder was compressed with air to keep the valves closed. It was a lengthy process that you should think twice about doing in your garage unless you're an experienced mechanic. There are camshafts on the market that don't require the valvespring swap, thus cutting down on installation time considerably. The downside is that their milder nature doesn't provide the same horsepower increases as these bumpsticks.
As with all modular engines, the computer must be retuned to compensate for the increased airflow. Adjusting the computer tune-up in the S197 computer system is a little more compli-cated than making adjustments to its Two-Valve and Four-Valve cousins. Burcham uses DiabloSport software to manipulate the factory program, and then uses the company's Predator tuner to upload the tune into the computer via the OBD-II port. It took a few dyno pulls for Burcham to zero in the system. The new camshafts ultimately upped the horsepower from the baseline of 333 rwhp and 350 rwtq. Average torque and horsepower production is much greater with the Comp camshafts, meaning your car will run quicker thanks to more peak, average horsepower, and greater average torque. Peak horsepower rose to 368, while peak torque came in at 368, both at the rear tires.
The valvesprings are exposed...
The valvesprings are exposed once the camshaft is removed.
Take out the spark plugs because...
Take out the spark plugs because a special tool will need to be inserted in the spark plug hole to pump the cylinder full of air.
Install the new Comp camshaft,...
Install the new Comp camshaft, as it will need to be locked down and is critical for the next few steps. We should point out that the right and left camshafts are different, so be sure to check the markings on the end of the cam before you bolt it in place.
"I started with stock cam timing and it wasn't that bad," Burcham says. "Some of the performance tunes, like from C&L, go in and manipulate the cam timing. I set it back to stock and made a few tweaks in the upper rpm range only. You cannot advance the cams-only retard them. Ford advances them from the factory."
Final dyno figures showed a 35hp increase in horsepower-not bad for a naturally aspirated combination that still wears untouched factory heads. Burcham felt these cams would continue to suit this engine, even when they upgrade the cylinder heads to a pair of Fox Lake-ported Three-Valve units this summer. The entire process took a little over a day and a half, from baseline dyno testing, installation, and post-modification dyno tuning. The extra power should help this car run in the low 12s in dragstrip trim with big 'n' little tires and instill the Blue Oval fear in would-be competitors at the cruise nights.