V8S Upgraded Cam

[larryb]

Hi

I am considering upgrading the Cam on my V8S but there seem to be many to choose from?

Has anybody upgraded to a 'hotter' Cam ? If so which one and how does it change the performance/driveability from standard?

Thanks

Larry

[GreenV8S]

I suggest you talk to V8 Developments since they have vast experience with the various cam specs.

[V8Smith]

There are a few but the hotter Cams do make town driving a bit more uncomfortable Im told as they are very lumpy. I went for the Kent 218 in the end and am very happy with the performance.

Might be an idea to upgrade other bits whilst its being done, I had the heads polished and upgraded the inlet manifold to the larger 5ltr one had it polished and upgraded to the larger flared trumpets. This really helps the car breath better, most power bands on the 4ltr V8 start to dip around the 5k rpm mark, mine is strong right up to the limit. Well worth it in my opinion for the extra costs involved as most of the labour is part of the rebuild anyway.

Mike

[Barkychoc]

I need a new V8 cam.

I'm probably going to choose from

MC1 from V8 Developments (probably my favourite from whats said on Griff / Chim forum, good idle, good low end power, decent upper rev power)

202H from Dave Ellis Race Engines (very helpful guy) http://www.djev8.co.uk/

The other possibility is a Piper or Kent (are they the same?) which I haven't really researched in depth.

I'm rebuilding my car at the moment, and am not planning to spend any money on the engine till I'm ready.

If you go for a cam let me know how you get on and what type.

Chris

Edited by Barkychoc on Tuesday 15th July 15:56

[seb400]

Chris
My V8S had an engine rebuild at 75,000 miles with a Kent 214 cam, and Griffith 400 spec heads.
It's the only V8S I've driven so don't know what it's like in comparison to others. The tickover is a bit lumpy, but perfectly acceptable (sounds good too). When cold it can lurch a bit when first driving off, cured by feathering clutch, but once above 1500 it pulls beautifully until the hydraulic lifters take exception. Did a rolling road session last year with a number of others with following good result.

Griffith 5L - 278.1 bhp, 332.1 ft lb
Griffith 5L - 251.8 bhp, 292.4 ft lb
Griffith 5L - 244.3 bhp, 288.2 ft lb
Chimaera 4.5L - 242.2 bhp, 273.3 ft lb
Griffith 5L - 231.8 bhp, 254.7 ft lb
Chimaera 4.5L - 224.3 bhp, 240.2 ft lb
V8S 4L - 219.4 bhp, 221.6 ft lb
Chimaera 4L - 206.3 bhp, 221 ft lb.


www.tvr-car-club.co.uk/forum/forum_posts.asp?TID=5...

"One point to note, the Bradleys (and other rolling road guys I've talked to)
reckon that an engine that's working and in tune properly should have a torque curve that crosses the power curve at 5200 r.p.m.

I didn't look at many graphs but did see that Steve the Grump's V8S 4 ltr had a pretty perfect crossover."

Steve

[Ab Shocks]

I like the MC1 cam and with ACT trumpets and the High Torque induction kit its as smooth as a baby's bum and chucks out 237BHP at 5250rpm and 245 Torques on my 4L Chimmy.

Edited by Ab Shocks on Tuesday 15th July 17:28

[GreenV8S]

seb400 said:

"One point to note, the Bradleys (and other rolling road guys I've talked to)
reckon that an engine that's working and in tune properly should have a torque curve that crosses the power curve at 5200 r.p.m.

That's not about how well the engine is running. If the measurements are reported acurately, then the power in BHP and torque in lb.ft WILL be equal at 5250 rpm. If they don't, it implies that the figures are inaccurate. I don't think it's at all common, but for example if somebody had 'adjusted' the figures to produce a particular result they might have neglected to maintain this relationship between power and torque.

[V8S]

Dulford put a Tornado cam in mine when they rebuilt the engine. Gave a nice little boost but not too much. Course, I don't really notice it now I'm used to it.