The camshaft is the most overlooked component of your engine. Cams are often chosen by looking through a list of part numbers on a catalog page and then picking the one that most closely matches the desired outcome.
You may have looked through a few catalogs and have seen notations such as: "Broad torque curve, 2500-5500 rpm" or "Choppy idle, best used with aftermarket torque converter". The issue with notes like these is that every facet of your engine, including the displacement, cylinder head, intake manifold, and compression ratio will change where that operating rpm will be, what the torque curve looks like, or how the idle will sound. There is no "one size fits all" camshaft for a family of engines.
This is why a custom camshaft has so much benefit. A custom cam is tailored to your engine's specifications, your vehicle's specifications, and your desires. Each engine family also comes with its own set of quirks that have to be addressed. A 351C 4V will not want the typical 6° intake/exhaust duration split that you often see with catalog cams. A Ford FE engine will actually lose horsepower with some of the aggressive hydraulic roller cams that are available. A large-displacement 385 series engine will often favor a longer lobe separation than the standard 110° split.
Specializing in Ford engines for the past 15 years has put me in a position to be able to choose camshafts that just simply work better. This applies to any application you can dream up, whether you're pulling a travel trailer down the interstate, or a sled across the fairgrounds.
In order to select the correct camshaft specs for your engine, I will need to gather all the information that's available to you: data such as displacement, cylinder head type, cylinder head flow numbers, port cross sections, valve sizes, piston part numbers, compression ratios, rear end gear ratios and vehicle weight is all very important. Custom software is then used to choose the correct intake lobe shape, exhaust lobe shape, lobe separation angle, and intake centerline. I work closely with various cam grinders including Comp Cams, Bullet, Crane, and Lunati. Depending on the core material, engine family, and options, I can have a custom camshaft at your door step in a week's time.
*Ground with extra lobe taper as a default option.
Standard or Reduced Base Circle
Standard or Reduced Base Circle
Surface treatment, dual dowel pin, lobe clearancing, etc.
Standard or Reduced Base Circle
Standard or Reduced Base Circle
Surface treatment, dual dowel pin, lobe clearancing, etc.
If you're interested in a custom camshaft, all you have to do is copy the form below into an email and send it to: brent@lykinsmotorsports.com If you're unsure of your data or what we are looking for, just make a notation in your email and we can discuss it.
*Application (street, street/strip, drag race, pulling truck, etc.):
*Desired camshaft type (flat tappet, roller):
*Any specific journal diameter or core requirements?:
*Desired peak horsepower rpm (what rpm where peak hp is produced, not shift point):
*Idle quality:
*Vacuum brakes?:
*Vacuum rules?:
*Forced induction/Nitrous?:
*Engine Family (Windsor, Cleveland, FE, 385 series, Modular, etc.):
*Bore & Stroke:
*Rod Length:
*Lifter bore diameter:
*Cylinder head manufacturer and model:
*Valve sizes (stem and head diameter, length if possible):
*Compression ratio:
*Intake manifold:
*Carburetor:
*Transmission:
*Rearend gear:
*Vehicle weight:
*Fuel that you're running:
*Rocker arm ratio:
The most helpful information you can give me is cylinder head flow information. I'm well-versed with the cylinder heads that are available for each engine family, but if your cylinder heads have been ported beyond off-the-shelf status, I will need to know the flow numbers.
Once we have decided on a camshaft, I can take payment in forms of Paypal, all major credit cards, or a personal check. Sales tax will be charged for cams going to the state of KY.