cams....made YOUR way!!!!
 

Alright here is the deal. We have 300 of these, we are still finalizing production grinds. a 198@50 x 0.311 lobe lift on the intake and a 215@50 x 0.305 lobe lift on the exhaust is in the testing phase. This will be a 105 LSA and a 101 ICL. This will maintain the correct base circle, and far less material will be removed than with the factory grind, so hardness will not be an issue.

Custom grinds are available, as well as a semi finished UGL, that you wish to have your cam grinder finish. As cast, to clean them up seems a 215@50 x 315 lobe lift is the maximum.

These are Brazilian cam cores, made in Brazil not elsewhere. It is the 12 valve cam core with mechanical fuel pump lobe.

Semi finished UGL cores will be sold in minimum quantity lots ONLY, price will be very good.

All cams utilize a full length gear snout and are drilled and tapped for a retainer plate.

Front journal radius is incorporated into all cores. Specs will be provided with all finished camshafts, offset cam degreeing keys are also available.

Everything you guys have wanted in a cam is now available. Finished cam pricing will be unheard of!!!!!!!

To all those interested, experimental grinds are available at my cost. If you step up and it works well for you, the grind will have your name. It will be added to our custom list, stating what modifications it is best suited for.

We do have several proven grinds available. As with anyone persuing the maximum available, we have not settled on final grinds and may offer a ton of them. Time will tell where we need to be. You want custom, we have that!

Attachment 10420

I'll be a guniea pig for your experimental grind :Cheer:

Thanks, I am sure we can set you up very well.

What would this cost be?

Same here. Whats the cost. And ill try one out for ya too!!:poke:

Custom grinds, providing we have a master are less than 500 bucks

Production grinds are a little above 400

We will most likely offer "SPECIAL" pricing to CompD members.

Dealer inquiries are also welcomed, a minimum quantity will be reflected in the pricing structure. Single item pricing will not be discounted. Please call for dealer pricing and cost.

As for custom, we have some room to move things around, unlike a regrind, in which the factory lobe pretty much dictates what the "new grind" will allow.

I will posting what lobes are available, very soon. You don't have to settle anymore.

Also we will be offering Hamilton Diesel springs, with our camshafts and a Zinc additive to be used for breaking in the new cam.

A kit with springs, cam, additive, assembly lube and degreeing keys is in the works.

Sounds pretty sweet. If all goes well and I am able to do everything this winter to the truck then I will be giving you a call.

*Semi finished UGL cores will be sold in minimum quantity lots ONLY, price will be very good



PM me quantity amount and pricing.

Sent you a PM, thanks

Say hi to Zippy, our first design

198@50 x 0.316 lobe lift 0.427 lift 0.014 lash "Wicked lobe"
208@50 x 0.303 lobe lift 0.442 lift 0.018 lash

IO----------EC
10 BTDC 6 ATDC

IC-----------EO
30 ABDC 50 BBDC

106 LSA 100 ICL
Might try a 104/98 for improved spooling for large singles as welll.

This is going into CR, success or failure results will be posted.

That is awesome man! Very cool to see someone willing to push the envelope so to speak and make some custom grinds. And also to publish those specs!

I would be very happy to run a beta grind for you in my 12v, especially one that was designed to maximize spoolup for us big single guys!

why such a tight LSA?

It all lends to cam timing, or as it is seat timing. Very little overlap can be introduced without flycutting the pistons for valve clearance. Timing is short, but 50 and 200 numbers are big. We want to fill the cyliners quickly, without reversion. The small amount of overlap can be tuned, or ground into the cam to promote better turbo spooling. The seat to seat timing is less than 250 degrees for both lobes. We stay closer to the begininng of the intake event in relation to where the piston is in crankshaft degrees, same for the exhaust.

Unlike a high rpm gasoline engine, we don't need a ton of seat to seat timing to get things done. The LSA, just kind of ends up there. The same grind in a 108-110 LSA would have a very difficult time in proving any air during a low boost situation, the same grind in a 102-104 would allow more scavenging, drawing more air into the cylinder without a great presence of boost. A Diesel with low or no boost, is simply relying on vacuum and almost atmospheric conditions to draw in air. The stock Cummins cams open the valves sooner, but the ramp angle is so low that there is very little lift at TDC, they also have a tight LSA in factory form.

Because it works, your thinking gasser stuff were a 112 or 114 works best with N2O, Blower or Turbo, ours are different. I have tried 112 and 105 centerline both with the same duration and lift and the 105 would spool up say 500 rpm's sooner.

Jim

Stock is 102.

Jim

thanks Jim, I remember having this conversation with you before, but I couldn't remember which you said worked better, tight or wide :o

If that cam particular cam was ground on a 104 centerline with a tad sooner exhaust it would be perfect but I don't think you could do it on a regrind, it would take a new cam.

Jim

We are going to try the 106, with a set of twins, to see if we can increase mid and top end power. I agree I think the 104, will really help guys with big singles.

Man read that first line........I need more Coffee before I post!

Another thing to think about is the cam for a 12, 24 or C/R? You can cheat allot with a C/R that you can't do with a 12V! There are quite a few that do not understand a 12V and how to tune it, that makes a cam look bad.

Jim