Who will be the first to step up their game and make cams/smim
 

From looking at the higher power turbo cars on the site, its pretty obvious from the power curve, they have about reached the flow potential of the stock cams, and possibly intake manifold.

So who will be on the bandwagon to make cams.....and who would you like to see produce them?

My personal choice? Kelford of course!

Would love to see something from Toda Racing.

Toda is a good one to look out for, and of course HKS will release something im sure (probably the first to release I would assume)

I still miss the sound of Toda Spec B's in my ITR.

I would think something along the lines of a crower sti profile would sound great and help with the top end losses quite a bit, maybe something like:

Duration (Seat): Int: 264° / Exh: 264°
Duration @ .50": Int: 220° / Exh: 220°
Lift: Int: .400" / Exh: .400"

with springs of course

Hks has one already just havent released yet

wouldnt mind getting a set, while hearing those lobes :)

Search, this has been discussed.

Tomei is working on cams at the moment.

Toda was not when I talked to them two and a half months ago.

Cams for a flat 4 = $$$$$

I've ran Kelford 272's in my last scoob that actually had a Suby engine.

Can't wait for Tomei to release their lineup

Link and specs on the HKS proto's??

I'm not 100% sure on this but I feel like intake cams matter much more than exhaust cams, if you're not going for a bonkers overlap race engine build where scavenging effect is very big. The intake cam can change volumetric efficiency all on its own while the exhaust cam can affect scavenging and reduces pumping at high rpm slightly (at the cost of slightly less power from the power stroke).

Can any experts chime in on this? Aftermarket cams seem to always come in pairs for DOHC motors...just switching the intake cams for a stage 1 build seems like it would be easier.

SEMA is a couple weeks away so expect new parts in droves. Can't make it this year or else I'd be scouting for everyone.

264* sounds great, and probably won't suffer much, if any, losses down low. I expect cams for this engine will be few and far between, whilst carrying a hefty price tag.

Saw an old thread lost amongst a million exhaust threads, so, started a new one?

Figured they would be first, an hks 264/256 or 264/272 combo would sound great and fill the top end flat spot

I will be in vegas for sema time :)

The one main difference with this engine, the cam manufacturers must account for the high pressure fuel pump that is driven off the cam lobe.

I won't this year :( my company cheaper out last minute and is sending just 1 guy from a 60 person product development staff. Sucks.

Off of a LOBE? or driven by the cam end (like a CAS or mechanical fuel pump) I don't see how its even possible to use a cam lobe to operate anything other than the rocker it sits on?

assuming its driven off the end of the cam, then it should be a big deal to drill/tap the camshaft to accept it.

I still want to see Header+exaust+ a good intake+tune on 93.

Hopefully with that and cams+springs this car can make 200whp+ on 93

Cosworth is also making cams in a variety of specs

what about regrinding stock cams>?

http://www.ft86club.com/forums/attac...1&d=1350951148

From the sounds of it, a set of 264/256 cams will need nothing but just the cams... The valvetrain is set for a great deal of stress and shouldn't be needed to have great reliability... From what ive heard and seen.

^ thanks for the file, I have now decided that is retarded. why on earth would they engineer something like that.

Delta and Crower offer these services...

What can we expect to see w/ I/H/E/Tune with cams?

prolly in the 200s. Depending on the cam, it will be likely be a very good midrange power and a ok in peak.

most competitors will work the mid to high end since this car is mainly a road race car.

cant wait though :popcorn:

same as in the small block V8s, a lobe is used to drive a diaphragm pump. so it's one of two things, either a gear drive, or a lobe that pushes a push rod up and down and moves the diaphragm or a piston to pull and push fuel through it.

So anywhere from 200 to 299 hp? Sounds about right. :D

^for aggressive cams.... yea.

cant wait to hear one of these at idle...

Nobody even knows the factory spec? 264 sounds good. I guess you can only go so far with the cam duration without a lift setup. Too much duration will have too lopey of an idle.

But cams have to be decently aggressive from factory. I mean, for the powerband designed the way it is. Bigger cams could lose even more bottom end power and mid range.

Still, it will be interesting to see what actually happens with these. The cam actuators can play a big part on cam design and power output.

its being done

The cam driven fuel pump and lobes help build the direct injection side fuel pressure to between 1500 and 2000 psi (1800 is about the mean). My experience with Mazdaspeed3/6, VW, and BMW direct injection gives me a leg up on the FRS/BRZ hybrid setup.

Normally, you'd have to replace the pump internals for higher flow units on a direct injection only setup. Luckily for FRS/BRZ/GT86, the need to really mess with the flow of the direct injection is not necessary unless you just want to fine tune the low end which direct injection greatly produces more torque and low end power.

My concern is the long term use of E85 with this car because the use of E85 does and can gunk up the high pressure pump and injectors, along with the port side injection components. This is bad because the high pressure pump operates on very tight tolerances. You don't want the HPFP (high pressure fuel pump) seizing up.

Keep in mind that the Mazdaspeed MZR engines use swirl-type injectors, VW uses multi-hole, and BMW (until a couple years ago) used piezoelectric cone-type. All three of these systems are different from the fan-type injectors used in the Toyota D-4S system. There are still a lot of similarities though.

Hopefully the direct injectors hold up for a while to heavy modification. The question is whether there will be accelerated coking in real world use.

Finally, somebody who shares my concern. :thumbsup: Only the supplier of the high pressure fuel pump would know how much ethanol use the pump can tolerate over the long haul. Based on the lack of information we have at this point, using E85 on a regular basis is risky.