Camshaft Comparison

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Category: Valvetrain

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Revision as of 09:14, 2 March 2016 ddgonzal (Talk | contribs) (->Regrind or New Grind) <- Previous diff		Revision as of 09:15, 2 March 2016 ddgonzal (Talk | contribs) (->Regrind or New Grind) Next diff ->
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	Regrinds are cheap and effective. The cam grinder takes your existing cam and grinds a new profile on it. As you might guess, the lift will be slightly lower than stock lift or the shaft can be undercut to enable lift increases. The profile can be milder (for increased low RPM power) or wilder (for increase high-RPM power). This is also an inexpensive way to repair a damaged (rusty or worn) cam. As little as $50 USD.		Regrinds are cheap and effective. The cam grinder takes your existing cam and grinds a new profile on it. As you might guess, the lift will be slightly lower than stock lift or the shaft can be undercut to enable lift increases. The profile can be milder (for increased low RPM power) or wilder (for increase high-RPM power). This is also an inexpensive way to repair a damaged (rusty or worn) cam. As little as $50 USD.
-	More performance choices are possible by using a new camshaft "blank" (an unmachined camshaft casting). This primarily allows high-lift profiles. Unfortunately cam blanks are around $250 USD -- before the $50 grinding costs.	+	More performance choices are possible by using a new camshaft "blank" (an unmachined camshaft casting). This primarily allows high-lift profiles while keeping the base circle large. Unfortunately cam blanks are around $250 USD -- before the $50 grinding costs.
-		+
-	A third choice is to use a stock cam and add new material by welding additional metal to the lobes, before grinding the profile on the lobe. This allows a high-lift profile.	+
	== 70 ==		== 70 ==

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Revision as of 09:15, 2 March 2016

There are basically five factory camshaft grinds, from A10 to performance grinds.

Contents 1 Overview 2 Identification 3 Duration 4 Engine Size 5 Early vs. Late 6 1974-up 7 1967-1973 8 A15 Cam 9 Competition Camshaft 9.1 Nissan Competition Parts 10 Specs 11 Aftermarket Grinds 11.1 Regrind or New Grind 11.2 70 11.3 Lumpy Cam 11.4 Mild Cam 11.5 Compression Ratio 11.6 Isky 11.7 Tighe 11.8 JTS 11.9 Camtech 11.10 JUN Auto Works 11.11 Auckland Cams 11.12 Wade Cams 12 Chart

Overview

There are basically five factory camshaft grinds:

* 1000cc grind (180)
* small bore grind (H10/H70/H50)
* large bore grind (H62)
* Performance grind for A12GX, A12T, A14T, EFI (H23/H57)
* Hi-torque emission grind (H98)

However, these can be fitted to any engine. The emission grind cam was used in A12A, A14 and A15 engine -- all with same cam part number.

240/240 duration (A10 Datsun 1000)
248/248 duration (standard small bore)
248/256 duration (standard large bore)
256/256 duration (performance engines)
244/248 duration (Late emission)

Cam:	A10 (B10)	A12 (1973 USA)	A12GX
Part:	13001-18000	13001-H1000	13001-H2300
HP:	62hp@6000rpm	69hp@6000rpm	83hp@6400rpm
Torque:	61.5 lb-ft	10.0kg-m@4,400rpm	9.7kg-m@3,600rpm
Exhaust open duration:	240°	248°	256°
Intake open duration:	240°	248°	256°
Intake opens at:	12°	14° BTDC	20° BTDC
Intake closes at:	48°	54° ABDC	56° ABDC
Exhaust opens at:	50°	56° BBDC	58° BBDC
Exhaust closes at:	10°	12° ATDC	18° ATDC
Lift:	?	8mm	8.4mm

Identification

Nissan Competition cams were stamped on the end:

Most aftermarket cams are also stamped there.

A10 cams are cast "180" or other numbers
Early 1200 cast "H10" or other numbers
Late 1200 cams are cast "H50" or other numbers

Aftermarket cams use a Nissan blank, and regrinds use a stock cam.

Stock factory A12T cam in Nismo packaging:

Duration

"Advertised Duration" means you should only compare these numbers with grinds from the same manufacturer. Other vendors may measure it differently.

Nissan may measure the duration at 0.020 inch lift. Many aftermarket companies measure it at 0.050 inch lift.

Engine Size

Engine displacement doesn't matter. In certain years, all A12 A14 and A15 engines were fitted with the *same* camshaft.

For example:

1982 B310 USA
Part Number 13001-H9800 CAMSHAFT A12A, A14, A15 1981-up
IN: 244, EX: 248

However, in other years and markets different specs were used. For example:

1982 B310 CANADA:
A12A Part Number 13001-H5000 CAMSHAFT A12A CAN
 IN: 248, EX: 248
A15 Part Number 13001-H9800 CAMSHAFT A14 CAN
 IN: 244, EX: 248

Early vs. Late

For 1974, the A-series engine was re-designed. Because the distributor moved from beside cylinder #1 to beside cylinder #3, a new gear was added to the cam. The Fuel pump eccentric was moved from #3 to #2 at the same time. (In the Older version, the oil pump gear also was used for the distributor)

Top: July 1974-up camshaft

Bottom: 1967-1973 June camshaft

1974-up

• 13001-H9800 CAMSHAFT [Typical use: 1981-1982 USA, A15 worldwide 1981-]

  244/248 duration

  • USA B310 A14,A15 B310 0880-
  • USA B310 A12A 0880- B310
• 13001-H5700 CAMSHAFT [Typical use: Performance engine]

  248/256 duration .331 lift

  • JPN B210 A12T, A14T
  • JPN B310 A14E, A15E
• 13001-H5000 CAMSHAFT [Typical use: A12S]

  248/248 duration

  • JPN B120 A12S
  • JPN B210 A12S
  • JPN B310 A12S, A13S
  • USA B310 A12A 0879-0780
  • CAN B310 A12A
• 13001-H6200 ASSY-CAMSHAFT [Typical use: A14/A15]

  248/256 duration

  • JPN B210 A14S
  • USA B210 A13, A14
  • USA B210 F10 A14
  • USA B310 A14,A15 -0780
  • JPN B310 A14S, A15S

ADVERTISED DURATION
248/248 duration (standard small bore)
* 13001-H5000/
248/256 duration (standard large bore)
* 13001-H6200
256/256 duration (performance engines)
* 13001-H5700 .331 lift
244/248 duration (Late USA emission)
* 13001-H9800

1967-1973

13001-H7000 ASSY-CAMSHAFT USA B110 A12 0772- 0 13001-H2300
13001-H2300 CAMSHAFT B110 JPN A12 GX
13001-H1000 CAMSHAFT B110 USA JPN A12
13001-18001 CAMSHAFT B10 JPN A10 0470- 
* replaces 13001-18000 & 13001-H0100
13001-18000 CAMSHAFT JPN B10 A10
13001-H0100 CAMSHAFT JPN B10 A10

ADVERTISED DURATION
240/240 duration (A10 Datsun 1000)
* 13001-H18001
248/248 duration
* 13001-H1000 A12
256/256 duration .331 lift
* 13001-H2300 A12 GX

A15 Cam

If you have a 1979-1980 A15 it has the good camshaft. If it pulls hard to 6000 RPM, you have the good one. If it falls off at 5000, it has the mild cam.

A15 1979-1980 from B310 Sunny: 6000 RPM camshaft
A15 1983-up worldwide (Vanette): Mild camshaft
A15 1981-1982 North America-spec: Mild camshaft
A15 industrial: Very mild camshaft

If you have a Vanette A15, put in the A14 camshaft, it will wake up the A15.

Competition Camshaft

Beware, some cams have no eccentric cam for the fuel pump. You will have to use an electric fuel pump with these cams.

Top: Tomei 80A competition cam

Bottom: 1974-up factory cam

Nissan Competition Parts

CAMSHAFTS & RELATED COMPONENTS (A-SERIES)
PART NO.	DESCRIPTION	QTY REQ.
* 13001-H2300 GX CAMSHAFT (.331"/256°)
  source: A12 GX Engine stock part
  For use in A-series engines built up to 6/73.
  Requires only new lifters for installation.
* 13001-H5700 GX CAMSHAFT (.331"/256°)
  source: Japan-market B210 A12T stock, B310 A14E stock
  20/62/65/35/12/15 lift 8.4, clearance .35
  For use in A-series engines built up to 6/73.
  Requires only new lifters for installation.
* 13001-H5710 70° camshaft 280° 38/62/65/35/12/15 lift 9.4, clearance .25
  recommended for rallies 
  limit RPM 7600, normal RPM 7200
* 13001-H5711 74° camshaft 296° 46/70/73/43/12/15 lift 9.4, clearance .25
  recommended for gymkhanas
  limit RPM 7800, normal RPM 7400
* 13001-H5712 80° camshaft 320° 58/82/85/55/12/15 lift 10.5, clearance .25
  recommended for racing
  limit RPM 8500, normal RPM 8000
* 13001-H5713 82° camshaft 328° 62/86/62/55/12/12 lift 10.5, clearance .25
* 99996-H1030 Electramovive race camshaft .480 lift 300 duration
* 99996-H1031 ELECTRAMOTIVE RACE CAMSHAFT #1 .468"/300°
  cam is ground on 104° lobe centers. Requires use of competition valve
  springs, retainers and new 13231-78201 lifters
* 99996-H1032 ELECTRAMOTIVE RACE CAMSHAFT #2 .468"/310°
  Except for 310° duration all specifications and installation 
  requirements are the same as 99996-H1031.
* 99996-H1035 A12 race camshaft .480 lift 300 duration
* 13001-5741 CAMSHAFT BILLET

* 13231-78201 OVERSIZE CAM FOLLOWER Required when installing 
  either of the Electramotive race camshafts
* 99996-H1132 COMPETITION VALVE SPRING This inner and outer 
  spring assy should have an installed height of 1.61" and a seat
  pressure of 130 lbs/in.
  Requires the use of 99996-H1131.
* 99996-H1131 ALUMINUM VALVE SPRING RETAINER
  Requires use of 99996-H1132.

Specs

Change for 1973

Aftermarket Grinds

Build the rest of the engine first, the camshaft should be the last thing to be selected.

Yes indeed. The camshaft profile should match the breathing characteristics of the engine -- meaning induction/carburetion, cylinder head, and exhaust system. The cam will not change how those engine parts work, it can only assist them (or detract from them).

Some cams are marketed as "RV" cams which are lower HP than stock, they are designed for lower RPM cruising and short shifting.

Beware that many cams purchased actually make less usable horsepower for the way people drive. Most popular aftermarket cams are higher duration, they don't work as well until higher RPMs where indeed they are superior. As does the stock cam -- if you don't like to rev it up, you should replace it with a mild cam so it makes more HP at the RPMs where you drive. Like a stock A12A cam would do in an A15. Which is what Datsun did for the 1980s A-series engines.

Finally there are high-lift, quick-open cams which can improve HP at lower, mid and high speed without necessarily shifting the powerband into higher RPMs. These can be really agressive on roller cam engines -- far more than 1970s hot cams. Unfortunately A-series is not favorable for a roller cam (the journals are too small). Even so, cam vendors can do some high-lift and quick-opening magic for A-series but they can be noiser and wear faster.

Call your cam vendor and ask for their advice. Tell them what RPM you will be running at and where you want to shift, and whether you care if the valvetrain last 5 years or 5 weeks. Iskenderian is a favorite custom grinder for Datsuns, but most any cam company can do similar. You send in a spare or the original, they grind a new cam lobe pattern and send it back. For a really advanced cam they might need to weld it up to grind the profile on it. The extra dollars can be worth it.

Regrind or New Grind

Regrinds are cheap and effective. The cam grinder takes your existing cam and grinds a new profile on it. As you might guess, the lift will be slightly lower than stock lift or the shaft can be undercut to enable lift increases. The profile can be milder (for increased low RPM power) or wilder (for increase high-RPM power). This is also an inexpensive way to repair a damaged (rusty or worn) cam. As little as $50 USD.

More performance choices are possible by using a new camshaft "blank" (an unmachined camshaft casting). This primarily allows high-lift profiles while keeping the base circle large. Unfortunately cam blanks are around $250 USD -- before the $50 grinding costs.

70

Some cams are marked "70" or similarly on the end. This apparently refers to Intake Opening spec.

No. 140 Tighe Cams
Intake Opens & Closes @ degrees
70  37 Fast road [upper spec]

Nissan Competition "70" cam, the 70 may refer to 7000 RPM peak power

70° camshaft 280° 38/62/65/35/12/15 lift 9.4, clearance .25
recommended for rallies
limit RPM 7600, normal RPM 7200

Lumpy Cam

Impress your friends with the "rump rump rump" sound that the hairy-chested camshaft causes. High-duration cam profiles, intended for high-RPM operation, cause an inefficient idle. So take your pick: smooth idle with 6400 RPM peak power, or rough idle but with 7000 RPM (or more) peak power.

Seriously, the cylinder head and carburetor are key to high-RPM power. The cam allows those component to work. If you put a high-duration cam in your stock engine, it will sound "lumpy" and will make less power than the stock cam.

Mild Cam

What is a "mild cam" anyhow? It's any camshaft less extreme than some other cam ... in other words it depends on the speaker. Some use the term "mild cam" to refer to a cam which is hotter than the stock cam, but not as wild as a racing cam. Or maybe they are thinking of a "mild" cam as any with a smooth idle.

With the rise of aftermarket cam grinders in the 1950s, stock cams were low-RPM units. Ford, GM and Chrysler V8 engines only revved to 4500 RPM or so, so in those days even a mild cam profile could make huge gains. By contrast, the A-series revs to 6000 RPM with the stock cam profile. Later Nissan came out with a mild 5600 RPM cam for use with A14/A15 round-port engines.

Generally speaking, a "wild" cam is for high-RPM use and has a poor idle quality. A "mild" cam is for low-RPM use such as trailer towing or fuel economy. Be aware that "mild" is also used in contrast to "racing" cams as in "milder than a full race cam". So the term "mild" doesn't mean much except in comparison to some other cam.

Too big of a cam profile can be worse than a small one.

Rule of thumb: A stock or near-stock engine buildup will make less HP when fitted with a wild cam. It calls for a milder cam, like the stock 6000 RPM cam. The stock cylinder head makes less power when revved above 6000-6400 RPM, so choose an appropriate cam profile. An aftermarket high-lift cam with agressive opening and closing event may make more HP at 6000 RPM even though it has a steady idle.

Compression Ratio

High compression will increase horsepower regardless of the camshaft profile. Going from the stock 9:1 Compression Ratio to 10:2 is good for about 3% increase.

With "wild" (lumpy) cams, it is suggested that the CR be raised. This is because the lump cam leaks airflow at low RPMs, loosing power -- and the CR bump is intended to regain that lost power. However it is not required -- with stock compression a lumpy cam on an engine with ported cylinder head and large carburetors will still make more HP (at high RPMs) than stock.

Isky

Iskenderian grinds

Datsun camshaft grind DB-66

Datsun camshaft grind DA-99
album

Tighe

http://www.tighecams.com.au/cars.htm

No.   Timing         Advert   @.050  Lift Lash
405C  56  12  14  54 248/248         .325 .014/.012 Standard
102   60  20  20  60 260/260 206/206 .390 .012/.010 Torque
113   65  25  25  65 270/270 207/207 .400 .012/.010 Mild road
154   71  25  31  70 276/281 216/222 .400 .012/.010 Fast road
140   70  37  37  71 287/288 240/240 .448 .014/.014 Fast road
150A  71  40  40  71 287/287 240/240 .474 .014/.014 Twin carbs. required
911   76  38  40  74 294/294 248/248 .520 .012/.010 Special valve springs
439C  84  48  50  82 312/312 252/252 .442 .014/.012 Fast road
392C  80  40  44  76 300/300 257/257 .502 .018/.016 Road race only 108
413   85  41  45  81 306/306 260/260 .435 .014/.012 Road race only
503C  90  50  56  85 320/320         .490 .012/.012 Road race only

full

JTS

JTS 104CB

JTS 140
post

JTS 140-6

Camtech

Camtech 600A-68A-Turbo

Camtech

Camtech
#618 239/231 RPM RANGE 2000-6000
#639 254/254 RPM RANGE 2400-6400
#621 260/264 RPM RANGE 2600-6800
#609 277/284 RPM RANGE 3200-7200
#608 290/295 RPM RANGE 4000-7800
#604 301/310 RPM RANGE 4400-8200

JUN Auto Works

JUN Auto Works

JUN high-lift camshafts
1004M-N001 68/272 duration/advertised duration
1004M-N002 72/288
1004M-N003 74/296 6.5 lift
1004M-N004 74/296 7.2 lift
1004M-N005 76/304 
1004M-N006 80/320
1004M-N007 82/328

Auckland Cams

Auckland Cams

Auckland Cams sample grinds
157a 188/188 standard grind
157  188/196 Smooth idle Mini-stock
10   202/206 Good idle increased low RPM power
563  212/203 Good idle increase midrange, needs exhaust changes
561  221/221 Moderate idle increase midrange with springs & carb
53   224/224 Slightly lopey 3000-6500 RPM
59   234/234 Lopey idle 3500-6800 RPM
566  239/239 Lopey idle 4000-7000 RPM
158  243/243 Slightly rough idle 4000-7500 RPM
618  259/259 Rough idle 5000-8500 RPM

Wade Cams

Profile, Duration, lift
#112   208 .411 Smooth idle, good torque 2000 - 5000
#104   212 .408 Smooth idle, good torque Mild porting, extractors
#113   212 .379 Good idle, needs exhaust, low to midrange
#240   220 .407 Needs springs, twin carbs, good midrange
#446   228 .425 Increased midrange, needs springs 3000-6500
#1009a 230 .464 Needs springs, carbs, suit speedway
#140   238 .432 Twin Weber carbs, springs 4000-7000
#176c  243 .470 Top end power, full mods 4000-7500

Chart

Part Number	@	Ex. Dur	In. Dur	In. Open	In. Close	Ex. Close	Ex. Open	Lift (in)	Reference
13001-18000	?	240	240	12	48	10	50		29111
13001-H1000	?	248	248	14	54	12	56	0.335	photo
13001-H2300	?	256	256	20	56	18	58	0.353	A12GX
13001-H5000	?	248	248	14	54	12	56		photo
13001-H5700	?	256	248	14	54	20	56	0.331	here
13001-H6200	?	256	248	14	54	20	56	0.324	photo
13001-H9800	?	248	244	14	50	12	56		1981
99996-H1031	?	300						0.487	Nismo
99996-H1032	?	310						0.487	Nismo
13001-H5710	0.10	280		38	62	35	65	0.37	topic
13001-H5711	0.10							0.37	Nismo
?	0.10	320						0.413	Nismo
?	0.10	328						0.413	Nismo

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