Cam profiles AJP
Discussion
Six years ago Phil Egginton had a set of Tuscan Challenge cams on eBay, I think they were selling for £300, this is what he said when I enquired about them
Phil Egginton said:
Yes you can fit them and we can select suitable ones from our stock for your car, BUT you would need new valve springs as well (which we can supply). The cams we have are all unused. Valve springs are £15 per valve so that would be £240 per set of 16.
I should have bought them but I was totally broke at the time, with an engine in pieces that I was struggling to repair, oh wellukkid35 said:
Six years ago Phil Egginton had a set of Tuscan Challenge cams on eBay, I think they were selling for £300, this is what he said when I enquired about them
Who is/was Phil Eggington? Sounds like he works for a company..Phil Egginton said:
Yes you can fit them and we can select suitable ones from our stock for your car, BUT you would need new valve springs as well (which we can supply). The cams we have are all unused. Valve springs are £15 per valve so that would be £240 per set of 16.
I should have bought them but I was totally broke at the time, with an engine in pieces that I was struggling to repair, oh wellYes they have 4 or 5 different profiles on their ajp file list, or did last time i enquired about a pair of new cams .. 1200 pounds a pair, ouch! That was probably 15 years ago now. They also did the original Sp6 two piece followers I believe (separate finger and pad, I wonder how many people remember those!!??)
spitfire4v8 said:
Yes they have 4 or 5 different profiles on their ajp file list, or did last time i enquired about a pair of new cams .. 1200 pounds a pair, ouch! That was probably 15 years ago now. They also did the original Sp6 two piece followers I believe (separate finger and pad, I wonder how many people remember those!!??)
Ouch!!Powers are only £600 for theirs!
spitfire4v8 said:
I think the powers ones are made by GT cams ? the Gt Cams website used to say please refer to our authorised dealer powers performance or something similar.
Yep! That is correct.Do you know the specs of the different cams at all Joolz (clatter/later non clatter/Tuscan series)? I've been looking and come up with nothing.. Duration/lift etc..
From what i remember when being involved with some flowbench work the lift is something like 12.5mm and the std port stops flowing any more air after that lift so unless you do something radical you don't need more than that half inch of lift. The LSA is something like 107deg so very wild for a 2 valve road car.
In all my experience I wouldn't go looking for anything racier than the std cams, for instance the tuscan race cams have more inlet duration (so I'm told) but i've never seen a tuscan race engine make decent power yet on my dyno and I've tested quite a few now (most are well below what we've seen from road cerberas, they never ever were 450bhp like tvr said, more like 380 ...)
Ive also never measured or noticed any trends in the early clatter cams being any better than what came later, and they're so few and far between now that they're probably irrelevant anyway.
So in short, unless you want to go testing lots of different profiles, stick to the std cams, they're very good or at least I've never (so far) tested anything better.
In all my experience I wouldn't go looking for anything racier than the std cams, for instance the tuscan race cams have more inlet duration (so I'm told) but i've never seen a tuscan race engine make decent power yet on my dyno and I've tested quite a few now (most are well below what we've seen from road cerberas, they never ever were 450bhp like tvr said, more like 380 ...)
Ive also never measured or noticed any trends in the early clatter cams being any better than what came later, and they're so few and far between now that they're probably irrelevant anyway.
So in short, unless you want to go testing lots of different profiles, stick to the std cams, they're very good or at least I've never (so far) tested anything better.
spitfire4v8 said:
From what i remember when being involved with some flowbench work the lift is something like 12.5mm and the std port stops flowing any more air after that lift so unless you do something radical you don't need more than that half inch of lift. The LSA is something like 107deg so very wild for a 2 valve road car.
In all my experience I wouldn't go looking for anything racier than the std cams, for instance the tuscan race cams have more inlet duration (so I'm told) but i've never seen a tuscan race engine make decent power yet on my dyno and I've tested quite a few now (most are well below what we've seen from road cerberas, they never ever were 450bhp like tvr said, more like 380 ...)
Ive also never measured or noticed any trends in the early clatter cams being any better than what came later, and they're so few and far between now that they're probably irrelevant anyway.
So in short, unless you want to go testing lots of different profiles, stick to the std cams, they're very good or at least I've never (so far) tested anything better.
Interesting info and experience there Joolz! Thank you! In all my experience I wouldn't go looking for anything racier than the std cams, for instance the tuscan race cams have more inlet duration (so I'm told) but i've never seen a tuscan race engine make decent power yet on my dyno and I've tested quite a few now (most are well below what we've seen from road cerberas, they never ever were 450bhp like tvr said, more like 380 ...)
Ive also never measured or noticed any trends in the early clatter cams being any better than what came later, and they're so few and far between now that they're probably irrelevant anyway.
So in short, unless you want to go testing lots of different profiles, stick to the std cams, they're very good or at least I've never (so far) tested anything better.
Newman said they can re-grind the cams to add duration / lift for 120 pounds per cam.
One thing I would ask - and is great to discuss - is how different a higher CR 4.7 is from a 4.2 etc. Every other engine I have ever read about or built there is a predictable gains and losses by adding duration / overlap
I am expecting bottles to be thrown at me now... but I think the standard cam is actually not that hot. My 383 Chevy (last bit one Landy engine had 260 intake duration at 50 thou lift) - I know it's a 6.2 litre - but with ITBs it was drivable in a 1.7 ton car.
I have asked for 12-15 degrees more intake duration and 20 duration on exhaust - I think (looking at the ports and manifold etc I would benefit from more exhaust duration - as the cams (on visual inspection) seem single patterns.
Joolz mate- am I right in suspecting that a lot of the Tuscan cars run 4.2 intakes??? I think they may represent a restriction. After measuring I can't put a bigger butterfly on the 4.5 intakes but will properly mill down the spindles and port them.
I am an AJP newbie - but I know that if going heavier on the cam doesn't trails power it means you've run out of head.
One thing I would ask - and is great to discuss - is how different a higher CR 4.7 is from a 4.2 etc. Every other engine I have ever read about or built there is a predictable gains and losses by adding duration / overlap
I am expecting bottles to be thrown at me now... but I think the standard cam is actually not that hot. My 383 Chevy (last bit one Landy engine had 260 intake duration at 50 thou lift) - I know it's a 6.2 litre - but with ITBs it was drivable in a 1.7 ton car.
I have asked for 12-15 degrees more intake duration and 20 duration on exhaust - I think (looking at the ports and manifold etc I would benefit from more exhaust duration - as the cams (on visual inspection) seem single patterns.
Joolz mate- am I right in suspecting that a lot of the Tuscan cars run 4.2 intakes??? I think they may represent a restriction. After measuring I can't put a bigger butterfly on the 4.5 intakes but will properly mill down the spindles and port them.
I am an AJP newbie - but I know that if going heavier on the cam doesn't trails power it means you've run out of head.
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