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Jun 10, 2008, 04:27 PM
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#421
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Evolving Member
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Thanks to AMS and all the cam manufacturers for all their hard work.
Personally I am not surprised at the excellent numbers that Kelford has put out. I am currently using a custom grind from them on my nissan vvl build and I have had nothing short of a great experience working with kelford.
Tell them what you are after and they will make sure you have the cams that make power
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Jun 10, 2008, 04:46 PM
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#422
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Evolved Member
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Location: Florida
Posts: 3,225
Drives: Evo 8
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Quote:
Originally Posted by Ludikraut
Kevin, being that I am in the market for a new set of cams, could you elaborate on the difference between your 272 and 280 cams for the Evo 8? Also how do your 272 cams compare to HKS 280 cams?
I am running the same setup as Martin, the only difference is that I am running a 50 trim turbo instead of the 35R. I am specifically interested in a road racing application ... in other words good power, but not so aggressive as to put excessive wear and tear on my valvetrain (supertech).
Thanks,
Markus
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+1 Id like to know also.( w/37R on mine)
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Jun 10, 2008, 04:51 PM
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#423
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Drives: '05 apex silver evo 8
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Quote:
Originally Posted by CamMan
Obviously the magazine and AMS can't build every setup to test, but in my view they have chosen a very common build. 
When people are shopping for cams they really need to consult the engine builder, tuner and cam maker to get the correct choice.
The 272 of ours that Martin tested is the 8th iteration of our 272 degree EVO cam, (no one puts more effort into EVO cam R&D than we do) we decreased the seat to seat duration and added more area at higher lifts and this gave us the balance that we have been looking for (good idle, spool and top end)
Because of the low total duration it also works well with smaller turbos than what was tested here.
Big UP'S to Import Tuner mag and AMS for a very good job, and to Motovicity along with their dealer network for supporting our range of products.
Kevin Ban
Managing Director
Kelford Cams
New Zealand |
Kevin,
Can your 272 cams be used w/ stock valvetrain w/ the 11mm of lift that they are advertised at reliably or would you recommend upgraded valvetrain?
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Jun 10, 2008, 06:46 PM
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#424
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Those Kelford 280's look mean. 11.5mm/11.5mm lift 
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Jun 10, 2008, 07:07 PM
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#425
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Location: Christchurch, NZ
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Drives: Ford Bronco, Ford Escort, Ford Falcon, Honda Civic, EVOX (coming soon)
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Marcus,
I have no experiance with the HKS280 sorry.
For road course racing, if the tracks are like we have here, where you are up and down the gearbox a lot I would be stcking with the 272's, if you are able to wind the thin out plenty I would consider the 280 on the intake side as it will make more top end on that setup.
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Jun 10, 2008, 07:11 PM
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#426
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Location: Christchurch, NZ
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Drives: Ford Bronco, Ford Escort, Ford Falcon, Honda Civic, EVOX (coming soon)
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Quote:
Originally Posted by evovin
+1 Id like to know also.( w/37R on mine)
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Depends on application, boost, fuel, porting etc. but we would generally use 280's
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Jun 10, 2008, 07:15 PM
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#427
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Location: Christchurch, NZ
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Drives: Ford Bronco, Ford Escort, Ford Falcon, Honda Civic, EVOX (coming soon)
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Quote:
Originally Posted by wshihdnevo
Kevin,
Can your 272 cams be used w/ stock valvetrain w/ the 11mm of lift that they are advertised at reliably or would you recommend upgraded valvetrain? |
You are best to upgrade.
Although the stock spring will not coil bind, it does not have enough valve control at raised boost and rpm levels, then if you miss a gear and buzz the engine, you have no safety margin.
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Jun 10, 2008, 07:18 PM
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#428
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Location: Christchurch, NZ
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Drives: Ford Bronco, Ford Escort, Ford Falcon, Honda Civic, EVOX (coming soon)
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Guys, I am not a big contributor to forums etc, if you have any questions, please feel free to send them to me via the camshaftshop website.
Happy motoring.
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Jun 10, 2008, 08:16 PM
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#429
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Kelford VS S2. S2 is the darker line. Is Martin going to post his conclusions on the testing? Were the cams also tested at a higher boost level, are those resluts going to be put up?
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Last edited by JC evo1; Jun 10, 2008 at 08:18 PM.
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Jun 10, 2008, 08:50 PM
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#430
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Posts: 5,209
Drives: 03 Evo VIII, 04 A8L, 00 A4 1.8T, 08 R32, 82 YF750
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Quote:
Originally Posted by CamMan
Marcus,
I have no experiance with the HKS280 sorry.
For road course racing, if the tracks are like we have here, where you are up and down the gearbox a lot I would be stcking with the 272's, if you are able to wind the thin out plenty I would consider the 280 on the intake side as it will make more top end on that setup.
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Thank you !
l8r)
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Jun 10, 2008, 09:40 PM
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#431
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Drives: 05 Evo GSR
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Quote:
Originally Posted by CamMan
You are best to upgrade.
Although the stock spring will not coil bind, it does not have enough valve control at raised boost and rpm levels, then if you miss a gear and buzz the engine, you have no safety margin.
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Hmm...makes me second guess going with Kelford. I just don't want to get into that for the stock turbo. Doesn't seem worth it at that point if you don't plan on going larger.
Edit: Hmm...on the Kelford website they have one a step below the 272's. 264/270. Seems comparable to the GSC S1's roughly.
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Last edited by RyeLou; Jun 10, 2008 at 09:48 PM.
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Jun 10, 2008, 10:29 PM
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#432
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Quote:
Originally Posted by RyeLou
Hmm...makes me second guess going with Kelford. I just don't want to get into that for the stock turbo. Doesn't seem worth it at that point if you don't plan on going larger.
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That seems to me to be a lift issue and not a Kelford issue. With 11.0mm of lift, most companies I've seen at least recommend upgraded springs and retainers.
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Jun 10, 2008, 10:36 PM
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#433
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Caution should be used when running stock valve train with larger lift cams. The factory retainers will contact the factory seals long before the coils will bind.
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Jun 11, 2008, 12:21 AM
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#434
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Evolving Member
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Join Date: Feb 2007
Location: Redmond Washington
Posts: 128
Drives: 2000 BMW 528i Sport "the sweet six"; 1990 Eagle Talon Tsi "Now THIS is a Sports Car!"; 1990 Toyota Corolla "10 times around the world"; 2006 Pontiac GTO "How stupid that GM quit making this wonderful car!"
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Quote:
Originally Posted by Erik@MIL.SPEC
That seems to me to be a lift issue and not a Kelford issue. With 11.0mm of lift, most companies I've seen at least recommend upgraded springs and retainers.
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Right. Lift that exceeds the original design envelope, and extreme acceleration of the moving masses, those are the problems. Read FP's web page on the FP5R for some good clues on what the wilder cams do to your valvetrain. I don't mean to say that it's all death and destruction, but everything has to be right.
http://store.forcedperformance.net/m...=Lancer-Engine
Gary
Last edited by Talonboost; Jun 11, 2008 at 12:27 AM.
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Jun 11, 2008, 04:15 AM
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#435
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Evolving Member
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Posts: 328
Drives: MITSUBISHI EVOLUTION VIII,SRT-4(Sold),07 Eclipse Spyder GT
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Quote:
Originally Posted by CamMan
Obviously the magazine and AMS can't build every setup to test, but in my view they have chosen a very common build.
When people are shopping for cams they really need to consult the engine builder, tuner and cam maker to get the correct choice.
The 272 of ours that Martin tested is the 8th iteration of our 272 degree EVO cam, (no one puts more effort into EVO cam R&D than we do) we decreased the seat to seat duration and added more area at higher lifts and this gave us the balance that we have been looking for (good idle, spool and top end)
Because of the low total duration it also works well with smaller turbos than what was tested here.
Big UP'S to Import Tuner mag and AMS for a very good job, and to Motovicity along with their dealer network for supporting our range of products.
Kevin Ban
Managing Director
Kelford Cams
New Zealand |
Are those the TX272? So I can go ahead and order them
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ams, bottom, cam, cams, camshaft, combination, end, evo, idle, ix, magazine, modified, power, test, testing  |
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