I know there is spoon cams for the s2000, but no offers
cam gears to adjust them. or the spoon cams just bolts on and doesn't have to be adjusted to make power? OR any other cams out there?

 

spoon doesn't offer cam gears.

and spoon's cams aren't made to drag, so you may be disappointed.

we're contacting a famous cam manufacturer to see if they can OE some aggressive cams for us under our brand.

 

Any comment on what good cams will do (NA)? From what I've seen, our head is pretty damn tweaked from the factory- I'd like to see what gains are to be had.

I would think a set of cams for FI would offer a lot of gain for Comptech owners...

 

Yeah, i would like to see some cams for the s2k, that would work well with FI, since i am getting the supercharger.

 

I'm still waiting for Toda to ante up. I know someone who gets free parts from them for his race car and I've told him next time he has a meeting to invite me, I want to grill them (these are folks from Japan).

Our cam lifts are very conservative, especially considering our valve sizes and how well the head flows at high lifts. As best we can dtermine our intake cam lifts the valves about 11.6-11.7mm. By comparison, toda Spec Bs for the B-series engines lift 12 mm using 3 mm smaller valves and 200 cc less displacment. Even the stock Prelude Type-S cams from Japan (220 hp from 2.15 liters) lift over 12 mm and the Type-S used valves 1mm smaller than the F20C.

As for adjustable cam gears, I've seen engineering drawings, they just have to be produced. But, at present, with no cams and no regular headwork, there really isn't a need. I'm pushing hte owner of the drawings to go ahead though as we'll probably need hem when the headwork project is finished.

UL

 

Would you think the lower lift is to help safegaurd against valve float at high RPM?

 

Does anyone even know what is taking Toda so long?

 

Nah, I don't think so. I mean, the B-series guys are revving to well over 9000 rpm with more lift than the F series.

As for Toda, well, they've traditionally been slow. Took them 3-4 years to make B-series cams available in the U.S. (well, imported through Canada at the time).

UL

 

Hey UL, are you sure the F series has as much clearance as the B series at TDC? I would think with 11.0:1 and a short stroke, our piston would be damn near touching the valves already at TDC... at least close enough to account for the .3-.4 mm difference in lift that you mentioned.

If there is enough room, I'd love a good set of performance cams, but I am a little skeptical. Also, if they do make a set, will we need to bump up the redline to make power? I know that's definitely the case with the spec c's and I thought that was also the case (to a lesser degree) with the spec b's, but I could be wrong. Raising the redline on this car creates a problem since our tach wont show higher revs. Personally, I hate reduntant tach's so I'd really rather not have a big ugly monster tach on my dash.

As for the question about a good cam that will also work well with FI, nice try but those are basically mutually exclusive goals. If you make a good FI cam, it will suck for NA and vice versa.

 

Rev, don't know about the clearance. We haven't done a mockup yet. However, clearance issues usually come into play on intake valve opening just before TDC - so its as much an issue of duration and timing as it is lift. The opening ramp may just have to be different. On my old B18C1 I had a head milled 0.050", thin headgasket and Toda A's. Using the stock pistons we had to flycut the valve reliefs a bit deeper, but nothing too dramatic. Spun that motor to 8600-8800 all day long at the track.

I've got to order a piston for examination, but judging by the drawings, there are some pretty monster valve cutouts in the dome as it is. I just keep looking back to the Lude Type-S which ran 12.2 mm lift and thinking that we should be able to at least hit 12 mm.

In terms of revs, I don't know. We already go to 9200 rpm and moving the power peak up 200-300 rpm wouldn't be bad. Going from ITR to Toda A cams (15 degrees more duration and a little more lift) on my B18C moved the power peak up only 200 rpm, but I gained 10 hp peak.

On the FI stuff, I've found that good turbo cams often resemble NA cams since turbos build additional pressure on both the intake and exhaust. Lobe centers might be a bit different, but with DOHC that's easily adjusted. One reason I think that the DOHC VTEC cars make so much power with a turbo when VTEC switches. Superchargers, OTOH, are totally different. Overlap needs to be really reduced to prevent blow-through.

UL