1CM Camshaft

KiWinUS said:
No you have way more lift. Stock just over.390” L100 right at.370. Base circle is slightly smaller.
Lobes are not build up. This is a standard regrinding procedure
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I see, so the base is smaller where the lash is set, but the tip (tip of the lobe)is still about the same length, thus more lift?
 
Dealing with Small amounts of lift and duration, has little effect on the power output of the engine. Some but not much. I see no reason to spend a large amount of money for a few foot/pounds of torque somewhere in the cruse RPM of the engine. A Max#1 or 77B would add allot more for the same amt of $$$$$ Or maybe I'm missing something here??
Gramps
 
This should be a 1CM cam. Hopefully another type didn't get mixed with my old parts.
 

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Found the marking.
 

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rotorwrench said:
It was made to work with the new design rotator valves that came out in 1951.
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What was different about it? Were the journal faces tapered to rotate the valve? I think both the EAB and 1CM could be used with rotators. I am asking because I wonder if the 8CM can be used with rotators.

JB
 
My post in #31 only mentioned the one change that came with the 1CM cam for the Mercury cars since I was in too big a hurry to add that the automatic transmission was also introduced with the 1951 around February of that production year. The valve pockets started losing the hardened seats in the intakes. The actual change in the cam was likely for better low end torque. The Ford-O-Matic and Merc-O-Matic transmissions were designed to start out in 2nd gear. The 1st gear selection was for starting out with high cabin loads or with a trailer and could only be selected manually by the operator. They needed as much low end torque as they could get with a stock flathead.

The rotators didn't need a change in the cam to work but they changed valve springs and went with the cone cup type hold down for the retainers and shorter valve springs. They also changed the tappet clearances for this and the valves are about .020" shorter. The change in clearance was for the new valves only. I own two early 1951 Mercs and they have conventional valves and the 8CM cam so I use the 1949 thru 50 clearances on them. This isn't mentioned in the 1949 thru 51 Lincoln Mercury overhaul manual. Ford used the 8BA-6250-B cam for the change over till the EAB cam came out. The blocks reflected the 1BA change. This was all for the Automatic transmission changes plus the valve changes.
 
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rotorwrench said:
My post in #31 only mentioned the one change that came with the 1CM cam for the Mercury cars since I was in too big a hurry to add that the automatic transmission was also introduced with the 1951 around February of that production year. The valve pockets started losing the hardened seats in the intakes. The actual change in the cam was likely for better low end torque. The Ford-O-Matic and Merc-O-Matic transmissions were designed to start out in 2nd gear. The 1st gear selection was for starting out with high cabin loads or with a trailer and could only be selected manually by the operator. They needed as much low end torque as they could get with a stock flathead.

The rotators didn't need a change in the cam to work but they changed valve springs and went with the cone cup type hold down for the retainers and shorter valve springs. They also changed the tappet clearances for this and the valves are about .020" shorter. The change in clearance was for the new valves only. I own two early 1951 Mercs and they have conventional valves and the 8CM cam so I use the 1949 thru 50 clearances on them. This isn't mentioned in the 1949 thru 51 Lincoln Mercury overhaul manual. Ford used the 8BA-6250-B cam for the change over till the EAB cam came out. The blocks reflected the 1BA change. This was all for the Automatic transmission changes plus the valve changes.
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Good to know, since mine is a Merc-O-Matic. I have been very happy with the performance, since I rebuilt the engine with the 1CM cam, compared to the old engine with the EAA cam.
 
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