Camshaft comparison

WICKEDDIESELS

WICKEDDIESELS

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In the top photo, a factory 5.9 common rail is compared to our new camshaft, which started life as a Brazilian Cummins core. The Cummins cam is on the top, our new cam is on the bottom.

This is the first finished cam in our series of custom camshafts. Release versions will have a stronger front section that is stress relieved. The finished lobe is close to 1" in width.

The cam specs are 0.317 intake lobe lift duration is 198 @ 0.050 - 220 @ 0.020 lift
0.305 exhaust lobe lift 208 @ 0.050 - 236 @ 0.020

Actual lift 0.428 x 0.442

LSA 106 ICL 100

This camshaft will be installed, dynoed and road tested with accumulative data compiled. The time has come for custom ground cams to be available, we are working on many different grinds for differing combinations. This coupled with our new chassis dyno, will show performance increases and decrease development time.

Follow this link for a comparison of a stocker versus another popular cam, I think the casting difference will be obvious.
http://www.competitiondiesel.com/forums/showthread.php?t=33478&highlight=helix
 
awesome...nice to actually see some specs other than

"our cam is in many high hp trucks, so yes it works"
 
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This where life starts for our camshafts, the best casting makes the best finished product.

I think it is time to take the blinders off of the consumer, and let them know exactly what they are getting.
 
you have anything special for p-pumped 24v's?

ill be awaiting your results, might sway my decision for this winter.
 
If you can add some relief for additional piston/valve clearance, it will definately open a new door for increased performance.

What we have to do now, is fit the most we can within the confines of the stock geometry. I think we are in the mid 0.030" lift range at TDC during overlap. That just leaves a minimum clearance between the valve/piston. Therefore we cannot have an ideal lobe spread, with the stock configuration. So we end up with several compromises, which leaves some additional performance on the table. Guess no one who makes cams has ever filled the consumer in on this.
 
That looks great man! Deffinately a nice piece of work! I am wanting to get a cam soon that will help my spoolup and low end smoke, then my turbo would be perfect for my driving!
 
How would a cam upgrade help out my truck? It is pretty much a race only truck, with minimal street driving

Kevin
 
It wouldn't hurt it that's for sure Kevin. I'm interested in any info on cams I can come by so this thread will be awesome.
 
What about pricing? I'm guessing it'll be out of my price range. LOL

Are you talking about spec'ing a cam specific to the customers combination??

And yes, taking off the blinders is long over due...some of us have lots of knowledge of cam design and geometry that has carried over from the gasser world. So we have an idea how to pick and choose a cam for our needs.
 
Pricing will be...well lets just say UNREAL! By common standards. The cost for custom grinds will be more than the production grinds we settle upon. The custom grinds will ultimately end up as production grinds at a reduced cost.
Some of the gasser mentality applies, most does not. This is based upon turbocharging, direct injection, little valve clearance and Diesel fuel. Lobes are specifically designed to maximize the rate of lift, based upon the large tappet diameter.
 
So please tell me how you come up with the proper grind for a truck, what do you have to look at? Like say for my truck, racing purposes, high boost, lots of fuel, some nitrous....

Kevin
 
morkable said:
So please tell me how you come up with the proper grind for a truck, what do you have to look at? Like say for my truck, racing purposes, high boost, lots of fuel, some nitrous....

Kevin
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Im will send you a PM, pretty much need the intended usage, rpm range, weight, gearing, how much nitrous, turbo or turbos
 
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