Cat cams - CEG Archives

Its on their website click the the grind number out to left and it presents a cam card... I just dont see where you people are getting this 1 valve opening for an extra 8 degree`s is going to COMPLETELY change the curve of an engines output. Your talking mayby 4 or 5 hundreths of an inch of additional lift. This might account for 3 to 4 ft lbs of torque in the top end at the expense of the same amount at the bottem. Cams are cams. You cant have top bottem and middle unless you have a system that changes ramp rates lift and duration.

Just made me angry when someone came out and got on their soap box and said that these cams would only make the engine drivable in the 4800-7000 range when the the cat stage 2`s put down more power then the stock from 3500 north and are only down by mayby 10 ft lbs of torque by 2000 rpms.

I could careless what these engines make at 2000 rpms no one normally drives an engine in that range anyways. I ran a cam equivalent to the cr3 intake and exhaust cam in a zetec with a short runner intake manifold and that car still pulled very well from 3000 up.

Being one of the very few Duratec drivers out there that had hot cams, I can tell you that lots of duration doesn't kill the bottom end as much as you think.

If my memory serves me right they were 280deg and very little over stock lift. Since these cams were made by SVO a while back, it was very hush hush at the time. Before you even think about it don't IM me for specs because I don't have em. You can try Chris Rienke, he might be able to give you a little more info on them.

Click here to see my dynos

I just wonder how aggressive those ramps are, the ones I had had a pretty high rate and made a decent amount of bottom end.

Like 35-40 percent greater valve accel then stock. 10.00 mm lift at max compared to 7.6 or so at less seat duration. (257@ .1 mm cam) Itd make a great turbo cam but those ramps are really aggresive.

Seats might not like it much, but from a performance side of the house I dont see how you could go wrong with these cams they just breath so much deaper then stock.

Yeowza!

Anyone out there looking to buy a good set SVT cams?

Well for starters the lift is not much over stock.

Stock "theoretical" valve lift is ~9.80mm (vs 10.15 to 10.70)

Also you still DO NOT have the valve points. Intake/exhaust open & close. While you have the duration of each cam you can not nail down the rpm range and curve size without knowing WHEN it's actually happening.

Stock duration
Intake Primary: 244
Intake Secondary: 250
Exhaust: 260

SVT duration
Intake Primary: 250
Intake Secondary: 258
Exhaust: 262

For instance the SVT cams have more duration then stock, but NONE of the valve timing points are the same. It's not X extra duration from a set point or even in the middle of an equal number of degrees from each point.

Valve timing is everything! Every point plays a large part. How close to TDC it opens, how late after BDC it closes, etc, etc and vice-versa for the exhaust cam.

Using just a generic duration is very inaccurate.
So is your thinking about comparing a single cammed pushrod 2 valve engine to a DOHC 4 valve engine. The changes on a DOHC engine would be much more drastic in effect.

Ok... Now im getting very frustrated. Seeing how you are too lazy to go out and pick up the cam timing evens on 114 degree lobe centers i will RETRIEVE the information from the website for you. Here is the baby spoon open wide !!

All valve timing information derived at 1 mm or .040 inches of lift.

216 cam -4/40 40-4
224 cam 0/44 44/0
232 cam 4/48 4/48
240 cam 8/52 8/52
248 cam 12/56 12/56

Also i would like to say that no one actaully knows the stock lift of these cams. Its not 9.8 i can almost gaurantee. Those ramp rates would create more lifter wear then the big 3 would like to see. But taking what other dohc engines run at stock its usaully around .323 to .353 lift at the valve So around 8.9-8.2 mm. And the area under the curve with these cams will be much better because of the rapid valve acceleration. The increase in power will be very good through the midrange and the top really pulling through.

And i would like to know what exactly the diffrence from a 2 valve and 4 valve engine is. lift*circumfrence is the survace area for a cylinder or the flow area. The valves are there to let air fill the gap in the chamber. No magic here... The bigger the flow area the better it breaths.

Cams really lay down the same ranges of operations on every single engine 2 valve or 4 as long as the flow stays about the same.

It is 9.8. Here is the rest of the info in case you can't find it when you did your search.

ENGINE SPECIFICATIONS

General Ford DuraTech
Displacement 2.5L (153CID)
Number of Cylinders 6
Bore and Stroke 82.4x79.5 (3.25x3.13in)
Firing order 1 - 4 - 2 - 5 - 3 - 6
Oil Pressure 138-310kPa (20-45psi)
CYLINDER HEAD AND VALVE TRAIN
Combustion Chamber Volume 44.5+/- 1.5cc (2.7+/-0.09in) (9.4:1)
Valve Bore Diameter
Valve Seats
Width - intake 1.1-1.4mm (0.043-0.055in)
Width - exhaust 1.4-1.7mm (0.055-0.066in)
Angle 44.75 degrees
Runout (T.I.R.) Max 0.04mm (0.001in)
Valve Arrangements
(Front to Rear) (P)rimary, (S)econdary, (E)xhaust
LH Intake S-P-S-P-S-P
LH Exhaust E-E-E-E-E-E
RH Intake P-S-P-S-P-S
RH Exhaust E-E-E-E-E-E
Valve Stem to Guide Clearance
Intake 0.020-0.069mm (0.0007-0.027in)
Exhaust 0.045-0.094mm (0.0017-0.037in)
Valve Head Diameter
Intake 32mm (1.26in)
Exhaust 26mm (1.02in)
Gauge Diameters 31 and 24.5mm (1.22 and 0.96in)
Valve Face Runout Limit 0.05mm (0.001in)
Valve Face Angle 45.5 degrees
Valve Stem Diameter (Std)
Intake 5.975-5.995mm (0.2350-0.2358in)
Exhaust 5.950-5.970mm (0.2343-0.2350in)
Valve Springs
Compression Pressure (N @ Spec. Length)
Intake 680N@30.19mm (153lbs@1.18in)
Exhaust 680N@30.19mm (153lbs@1.18in)
Free Length (Approximate)
Intake 46.8mm (1.84in)
Exhaust 46.8mm (1.84in)
Installed Pressure (N @ Spec. length)
Intake 228N@39.99mm (51lbs@1.57in)
Exhaust 228N@39.99mm (51lbs@1.57in)
Service Limit 10% Pressure loss @ 30.09
Out of Square Limit 1%
Rocker Arm Ratio 1.8:1
Hydraulic Valve Tappet
Diameter (Std) 16-15.988mm (0.6290-0.6294in)
Clearance to Bore 0.018-0.069mm (0.0007-0.0027in)
Service Limit 0.016mm (0.0006in)
Hydraulic Leakdown Rate 5-25 seconds
Collapsed Valve Tappet Gap - De 0.50-1.11mm (0.019-0.043in)
Hydraulic Lash Adjuster (HLA) to Cylinder Block Clearance
Standard
Maximum
CAMSHAFT
Lobe Lift
Intake (Primary) 4.79mm (0.188in)
Intake (Secondary) 4.79mm (0.188in)
Exhaust 4.79mm (0.188in)
Allowable Lobe Lift Loss 0mm (0in)
Theoretical Valve Lift @ Zero Lash
Intake (Primary) 9.80mm (0.388in)
Intake (Secondary) 9.80mm (0.388in)
Exhaust 9.80mm (0.388in)
End Play
Standard 0.025-0.165mm (0.001-0.0064in)
Service Limit 0.190mm (0.00748in)
Journal to Bearing Clearance
Standard 0.025-0.076mm (0.001-0.0029in)
Service Limit 0.121mm (0.047in)
No. 1 and 5
No. 2, 3, and 4
Journal Diameter (all) 26.962-26.936mm (1.061-1.060in)
RH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
LH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
Camshaft Runout
Bearing Inside Diameter (all) 27.012-26.987mm (1.063-1.062in)
CYLINDER BLOCK
Head Gasket Surface Flatness 0.25 / 25 x 25.050 / 150 x 150
Cylinder Bore
Diameter
Grade 1 82.4-82.410mm
Grade 2 82.411-82.421mm
Grade 3 82.420-82.430mm
Surface Finish (RMS) 0.2-0.6 microns
Out of Round Limit 0.015mm (.0005in)
Out of Round Service Limit 0.020mm (.0007in)
Taper Service Limit 0.006mm (.0002in)
Main Bearing Bore Diameter 68.998-69.022mm (2.716-2.717in)
Minimum
0.25mm (0.010in) Undersize Standard
CRANKSHAFT
Main Bearing Journal Diameter
Out of Round Limit
Taper Limit
Journal Runout Limit
Standard Diameter 62.968-62.992mm (2.467-2.479in)
Minimum Diameter
0.25mm (0.010in) Oversize
Thrust Bearing Journal
Crankshaft End Play
Standard 0.110-0.232mm (.004-.009in)
Maximum
Connecting Rod Journal
Diameter 49.970-49.990mm (1.967-1.968in)
Out of Round Limit 0.050mm Max (0.001in)
Taper Limit
Main Journal Oil Clearance
Standard
Maximum
Available Undersize Bearing
Connecting Rod Bearings
Clearance to Crankshaft 0.028-0.066mm (0.001-0.0025in)
Maximum
Thrust Bearing Thickness
Standard
.25mm (0.010in) Oversize
.50mm (0.020in) Oversize
Bearing Wall Thickness (Std) 1.503mm (.059in)
Main Bearings
Clearance to Crankshaft -Desired 0.025-0.045mm (0.0009-0.0001in)
Clearance to Crankshaft -Allowab 0.025-0.050mm (0.0009-0.0019in)
Maximum
Available Undersize
Bearing Wall Thickness
Grade 1 2.501mm (0.0984in)
Grade 2 2.505mm (0.0986in)
Grade 3 2.510mm (0.0988in)
CONNECTING ROD
Piston Pin Bore Diameter 21.017-21.032mm (0.827-0.828in)
Crankshaft Bearing Bore Diamete 53.015-53.035mm (2.0872-2.0879in)
Length (Center to Center) 138.06-138.4mm (5.435-5.448in)
Alignment (Bore to Bore Max Difference)
Twist 0.050mm per 25 (0.0019 per 0.984in)
Band 0.038mm per 25 (0.0014 per 0.984in)
Side Clearance (Assembled to Crank)
Standard 0.100-0.30mm (0.0039-0.0118in)
Service Limit 0.35mm Max (0.0137in)
PISTONS
Diameter
Coded Grade 1 82.390-82.410mm (3.2436-3.2444in)
Coded Grade 2 82.398-82.422mm (3.2440-3.2449in)
Coded Grade 3 82.410-82.430mm (3.2444-3.2452in)
Piston to Bore Clearance
Standard 0.012-0.022mm (0.0005-0.0009in)
Maximum
Pin Bore Diameter 21.008-21.012mm (0.8270-0.8272in)
Ring Groove Width
Compression (Top) 1.230-1.245mm (0.0484-0.0490in)
Compression (Bottom) 1.530-1.545mm (0.0602-0.0608in)
Oil Ring 3.030-3.055mm (0.1192-0.1200in)
Piston Pin
Length 55.05-55.47mm (0.0001-0.0078in)
Diameter 21.011-21.013mm (0.0013in)
Pin to Piston Clearance -0.005 to +0.001mm (0.0001-0.00003in)
Pin to Rod Clearance
Standard 0.004-0.020mm (0.0001-0.0007in)
Service Limit 0.035mm (0.0013in)
Piston Ring Width (Compressed)
Side Clearance
Compression (Top) 0.040-0.075mm (0.0015-0.0029in)
Compression (Bottom) 0.040-0.085mm (0.0015-0.0033in)
Oil Ring Snug Fit
Service Limit 0.10mm (0.0039in)
Piston Ring Gap
Compression (Top) - gauge di 0.100-0.250mm (0.0039-0.0098in)
Compression (Bottom) - gauge 0.27-0.42mm (0.0106-0.0165in)
Oil Ring (Steel Rail) gauge 0.15-0.65mm (0.0059-0.0255in)
Compression (Top) - Service Limit 0.50mm Max (0.0196in)
Compression (Bottom) -SvcLim 0.65mm Max (0.0255in)
Oil Ring (Steel Rail) - SvcLim 0.90mm Max (0.0354in)
LUBRICATION SYSTEM
Oil Pump Type
Oil Rotor to Oil Pump Housing Clearance
Rotor Tooth Tip Clearance
Oil Capacity
Total (Dry engine) 5.5L (5.8qt)
Refill (With Filter)
Refill (Less Filter)

Wow! *Copy, paste*

oooo Real information.. thanks man much appreciated

Originally posted by Keyser:
Piston to Bore Clearance
Standard
0.012-0.022mm (0.0005-0.0009in)

Keyser,good info to post. I hope a lot of people copy this stuff. Maybe Lance could put it in a help section.

One note: The above clearance should be
-0.012 to +0.022mm. Yes, that's negative clearance, as in interference. This clearance spec is only valid when measuring the piston with the coating. The target coating is about 0.010mm per side. Now, when we talk about standard pistons at the factory being Grade 1, Grade 2, or Grade 3, that measuring is done before the coating is applied at the supplier. Mahle in this case. The factory is actually building to a clearance of about 0.018-0.042mm ignoring coating. (Yes, I know it's not exactly 0.020mm larger but that's what they build several thousand engines to everyday)

The clearance with coating is really for reference but once the coating is applied, you can't truly measure the piston diameter. It can still be useful and sometimes it's all you've got.

Originally posted by Swazo:
Wow! *Copy, paste*

Yup, I'm with you on that.

So does anyone know how much these cams cost and what else you would need to do to your engine? I Know there are different cams listed on their site... but I did not see any pricing.

Also what kind of power increases are we looking at for the various set ups? I am not technical enough to understand the extremely enlightening discussion that is happening above... so does anyone have a translation button I can hit??

Fern

Hey Fernando.....just call up Johnston Research & Perf in Mississauga. They are a distrubtor. I am also interested in these cams, but they would have to wait until summer 05 when ESP is up and I have been out in the workforce for a bit (...mmm...3.0L pnp heads + valves, cams and 7500 redline).

PS....my rotors were a casulty at Shannonville too! I may also have thought of a possible cause to you failure at the track so PM me if you want to hear about it.

The smallest cam is what most would call a street replacement cam. Good for mild turbocharging/blower. Its going to come up with power almost everywhere over stock. looking at around 10-15 percent at the top of the tach if youv got the major restrictions out of the way 10 for a straight cam swap on a stock engine id say.

The second would be a more aggresive blower turbo cam good increases loosing some of that 1000-1700 rpm torque for a trade of about 14-17 percent on top depending on bolt ons

Third is a nice N/A streetable cam or a very aggresive turbo grind (youll get too much blow through with a High Psi blower I think) youll see alot more in the mid range (3000-5000) and an explosive 5000 to the red. Looking at 20-25 percent depending on how good it breaths.

4rth is a higher rpm N/A cam capable of making power well after you hit the fuel cut. Looking at upto 30 percent down at the redline if you have your system ready to go.

The 5th cam is better left to those who have a way to really tune their car because it probably wont idle well in the sub 1000 rpm area. Makes great power above 5000 but starts to slow down on the midrange compared to the stage 4 because of the long durations. 35-40 percent as tuned length headers really come into play with a higher overlap cam.

Thx for the info Travis. Overall I gotta say that this has been a very informative thread. Some very seeeettt info above.

Evan my brake problem was only a symptom of many other items that broke causing my left front wheel to wobble which caused the caliper braket to get cooked becasue it would constantly rub on the rotor all the way around the track. I had to replace the left front driveshaft, left front wheel bearings, left front wheel hub? etc. There was extensive damage which ithnk was caused by my spin out in the rain on the slicks.

Thx

Fern

Sorry for the hijack!

so what are the prices for these cams?

I just called JRP racing today they should have prices back to me soon within the next couple ill post when i get the info.

Didn't the last round of posting say these were "bare" cams - ie we'd also need cam gears and wp pulley? There aren't any commercially available adjustable cam gears for us either are there? Still would be nice to build up a 240-250 hp 3.0 like David had with his cams...

From what i understand the stock ones are pressed on. Ill ask when they get on the phone with me.

the wp pulley costs $10 from bill j

Yes the cam gears are pressed on, but you have to drill the center expansion plug out before they'll come off.

With solid cams im sure they probably have a hole tapped in the end of the cam for a fastening system like the zetec uses rather then a pressed fitting. Again ill be adding this part to my list of things to ask when i get ahold of them.

The stock cams are not solid, they are hollow. If you look real close to the lobes they look like they have been pressed on aswell. I'm not 100% if that's true or not.....but it looks that way

Im talking about the solid ones youd get from the aftermarket company.

Sorry, my bad.

For most or all of these it sounds like they want you to make the cam gear into an adjustable type. If that's the case, do you know how hard it would be to tune those cams? It's not like we have a timing belt and can adjust them in car.

I'm waiting for more info from their rep......hopefully they can produce some dyno runs to back up some of their profiles.....

Well you really shouldn`t have to adjust them that much. I guess if you wanted every ounce out of your engine it would be nice. Kinda like v8 cams you can degree them but its not really nessasary. Just follow the tdc procedure for the cams and crank and you should be set to make power. The 114 lob centerlines favor midrange a good mix of top and bottem. 105`s are lumpy and for topend. The 120`s or so are very smooth idling and more for the bottem end of the tach. Generally the higher the peak lift seperation degree is the smoother the engine. The tighter it is (smaller number of degrees) the lumpier and peakier it is. These cams should perform very well. From my calcs and programs. I wouldnt get to busy waiting on dyno`s. Dont think you`ll see one unless one of us does the pull with our car.

Originally posted by Travis:
... I wouldnt get to busy waiting on dyno`s. Dont think you`ll see one unless one of us does the pull with our car.

Here's a point you might want to bring up when you talk to them. You might possibly get a set in exchange for the data charts & graphs - before/after. Be worth the dyno time wouldn't it?

ok so let me try to get this straight so you really arent going to have adjust these at all? Timing wise? I would love some of these but I would want to know how difficult it would be to install these and if any fabrication would need to be done?

I gotta get this damn 3 liter in my focus first.. should be done in a month or so. If they do agree mayby i can get someone who lives out close to me to do the runs on. But it is international shipping. Itd be costly for the both of us. Iv already asked to bea distributor for their product. I havent recieved a reply yet. If that goes through then I think i could swing the money for each set and get you guys some good data.

Shipping 4 duratec cams to europe is about $68 through UPS. Don't ask me how I know.....

Yea, and I can tell you how long it takes. Dont ask

(ps thanks again Swazo)

No problem Ronan

(PM on it's way too...)

I am keeping some hopes in this as JRP is being cooperative. I'm considering the 263's or the 271's for my 3L

One reason I might be safe(r) running this cam with my 3L hybrid is because I am running a ported 3L UIM and not the 2.5 style UIM. If it really comes down to the power being affected by not having a different profile for the secondaries there is always the custom grind option through Cat (and a few other sources I know for a fact we CAN get custom grinds...)

There have been a few sets already sold in the US with no one ever reporting back in with promised dyno runs. Still waiting on pricing too.....

It wont hurt performance at all. Just move your torque band around a little bit. JRP is not being cooperative with me at all. I cant even get ahold of catcams themselves...

Mayby ill havea reply waiting on me monday.

I just recieved a reply today from catcams I think I can weave myself into being a dealer for their product. They say that they are having serious problems with keeping the 2.5 L cams in stock specifically because of the large demand. How many people are actaully interested in these camshafts if i went through all teh trouble to make this happen? If the price is about right and i have 10 people saying they will buy them from me i can get a distributor/dealer contract for sure. I am going to ask for pricing on the cams today but whats your opinion on a good price? What would you be willing to pay?

Originally posted by Travis:
I just recieved a reply today from catcams I think I can weave myself into being a dealer for their product. They say that they are having serious problems with keeping the 2.5 L cams in stock specifically because of the large demand. How many people are actaully interested in these camshafts if i went through all teh trouble to make this happen? If the price is about right and i have 10 people saying they will buy them from me i can get a distributor/dealer contract for sure. I am going to ask for pricing on the cams today but whats your opinion on a good price? What would you be willing to pay?

I'm in on this, price I have no idea probably a couple hundred for a full set? I really dont know. So are you say that they are sold out? I could be a test for all of you, I just got 2,000 to spend so I'm going with headers and clutch and then maybe these cams, and then I was going to a dyno anyways in cincy so I can do a pre-run and an after run. But we need availablity info and pricing soon.

Quote:

I'm in on this, price I have no idea probably a couple hundred for a full set?

I'll take 4 sets please.

There is no way they will be that cheap.

Originally posted by Keyser:
It is 9.8. Here is the rest of the info in case you can't find it when you did your search.

ENGINE SPECIFICATIONS

General Ford DuraTech
Displacement 2.5L (153CID)
Number of Cylinders 6
Bore and Stroke 82.4x79.5 (3.25x3.13in)
Firing order 1 - 4 - 2 - 5 - 3 - 6
Oil Pressure 138-310kPa (20-45psi)
CYLINDER HEAD AND VALVE TRAIN
Combustion Chamber Volume 44.5+/- 1.5cc (2.7+/-0.09in) (9.4:1)
Valve Bore Diameter
Valve Seats
Width - intake 1.1-1.4mm (0.043-0.055in)
Width - exhaust 1.4-1.7mm (0.055-0.066in)
Angle 44.75 degrees
Runout (T.I.R.) Max 0.04mm (0.001in)
Valve Arrangements
(Front to Rear) (P)rimary, (S)econdary, (E)xhaust
LH Intake S-P-S-P-S-P
LH Exhaust E-E-E-E-E-E
RH Intake P-S-P-S-P-S
RH Exhaust E-E-E-E-E-E
Valve Stem to Guide Clearance
Intake 0.020-0.069mm (0.0007-0.027in)
Exhaust 0.045-0.094mm (0.0017-0.037in)
Valve Head Diameter
Intake 32mm (1.26in)
Exhaust 26mm (1.02in)
Gauge Diameters 31 and 24.5mm (1.22 and 0.96in)
Valve Face Runout Limit 0.05mm (0.001in)
Valve Face Angle 45.5 degrees
Valve Stem Diameter (Std)
Intake 5.975-5.995mm (0.2350-0.2358in)
Exhaust 5.950-5.970mm (0.2343-0.2350in)
Valve Springs
Compression Pressure (N @ Spec. Length)
Intake 680N@30.19mm (153lbs@1.18in)
Exhaust 680N@30.19mm (153lbs@1.18in)
Free Length (Approximate)
Intake 46.8mm (1.84in)
Exhaust 46.8mm (1.84in)
Installed Pressure (N @ Spec. length)
Intake 228N@39.99mm (51lbs@1.57in)
Exhaust 228N@39.99mm (51lbs@1.57in)
Service Limit 10% Pressure loss @ 30.09
Out of Square Limit 1%
Rocker Arm Ratio 1.8:1
Hydraulic Valve Tappet
Diameter (Std) 16-15.988mm (0.6290-0.6294in)
Clearance to Bore 0.018-0.069mm (0.0007-0.0027in)
Service Limit 0.016mm (0.0006in)
Hydraulic Leakdown Rate 5-25 seconds
Collapsed Valve Tappet Gap - De 0.50-1.11mm (0.019-0.043in)
Hydraulic Lash Adjuster (HLA) to Cylinder Block Clearance
Standard
Maximum
CAMSHAFT
Lobe Lift
Intake (Primary) 4.79mm (0.188in)
Intake (Secondary) 4.79mm (0.188in)
Exhaust 4.79mm (0.188in)
Allowable Lobe Lift Loss 0mm (0in)
Theoretical Valve Lift @ Zero Lash
Intake (Primary) 9.80mm (0.388in)
Intake (Secondary) 9.80mm (0.388in)
Exhaust 9.80mm (0.388in)
End Play
Standard 0.025-0.165mm (0.001-0.0064in)
Service Limit 0.190mm (0.00748in)
Journal to Bearing Clearance
Standard 0.025-0.076mm (0.001-0.0029in)
Service Limit 0.121mm (0.047in)
No. 1 and 5
No. 2, 3, and 4
Journal Diameter (all) 26.962-26.936mm (1.061-1.060in)
RH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
LH Cylinder Head
Intake - No. 1
Exhaust - No. 1
No. 2, 3, and 4 (Intake - Exhaust)
No. 5 (Intake - Exhaust)
Camshaft Runout
Bearing Inside Diameter (all) 27.012-26.987mm (1.063-1.062in)
CYLINDER BLOCK
Head Gasket Surface Flatness 0.25 / 25 x 25.050 / 150 x 150
Cylinder Bore
Diameter
Grade 1 82.4-82.410mm
Grade 2 82.411-82.421mm
Grade 3 82.420-82.430mm
Surface Finish (RMS) 0.2-0.6 microns
Out of Round Limit 0.015mm (.0005in)
Out of Round Service Limit 0.020mm (.0007in)
Taper Service Limit 0.006mm (.0002in)
Main Bearing Bore Diameter 68.998-69.022mm (2.716-2.717in)
Minimum
0.25mm (0.010in) Undersize Standard
CRANKSHAFT
Main Bearing Journal Diameter
Out of Round Limit
Taper Limit
Journal Runout Limit
Standard Diameter 62.968-62.992mm (2.467-2.479in)
Minimum Diameter
0.25mm (0.010in) Oversize
Thrust Bearing Journal
Crankshaft End Play
Standard 0.110-0.232mm (.004-.009in)
Maximum
Connecting Rod Journal
Diameter 49.970-49.990mm (1.967-1.968in)
Out of Round Limit 0.050mm Max (0.001in)
Taper Limit
Main Journal Oil Clearance
Standard
Maximum
Available Undersize Bearing
Connecting Rod Bearings
Clearance to Crankshaft 0.028-0.066mm (0.001-0.0025in)
Maximum
Thrust Bearing Thickness
Standard
.25mm (0.010in) Oversize
.50mm (0.020in) Oversize
Bearing Wall Thickness (Std) 1.503mm (.059in)
Main Bearings
Clearance to Crankshaft -Desired 0.025-0.045mm (0.0009-0.0001in)
Clearance to Crankshaft -Allowab 0.025-0.050mm (0.0009-0.0019in)
Maximum
Available Undersize
Bearing Wall Thickness
Grade 1 2.501mm (0.0984in)
Grade 2 2.505mm (0.0986in)
Grade 3 2.510mm (0.0988in)
CONNECTING ROD
Piston Pin Bore Diameter 21.017-21.032mm (0.827-0.828in)
Crankshaft Bearing Bore Diamete 53.015-53.035mm (2.0872-2.0879in)
Length (Center to Center) 138.06-138.4mm (5.435-5.448in)
Alignment (Bore to Bore Max Difference)
Twist 0.050mm per 25 (0.0019 per 0.984in)
Band 0.038mm per 25 (0.0014 per 0.984in)
Side Clearance (Assembled to Crank)
Standard 0.100-0.30mm (0.0039-0.0118in)
Service Limit 0.35mm Max (0.0137in)
PISTONS
Diameter
Coded Grade 1 82.390-82.410mm (3.2436-3.2444in)
Coded Grade 2 82.398-82.422mm (3.2440-3.2449in)
Coded Grade 3 82.410-82.430mm (3.2444-3.2452in)
Piston to Bore Clearance
Standard 0.012-0.022mm (0.0005-0.0009in)
Maximum
Pin Bore Diameter 21.008-21.012mm (0.8270-0.8272in)
Ring Groove Width
Compression (Top) 1.230-1.245mm (0.0484-0.0490in)
Compression (Bottom) 1.530-1.545mm (0.0602-0.0608in)
Oil Ring 3.030-3.055mm (0.1192-0.1200in)
Piston Pin
Length 55.05-55.47mm (0.0001-0.0078in)
Diameter 21.011-21.013mm (0.0013in)
Pin to Piston Clearance -0.005 to +0.001mm (0.0001-0.00003in)
Pin to Rod Clearance
Standard 0.004-0.020mm (0.0001-0.0007in)
Service Limit 0.035mm (0.0013in)
Piston Ring Width (Compressed)
Side Clearance
Compression (Top) 0.040-0.075mm (0.0015-0.0029in)
Compression (Bottom) 0.040-0.085mm (0.0015-0.0033in)
Oil Ring Snug Fit
Service Limit 0.10mm (0.0039in)
Piston Ring Gap
Compression (Top) - gauge di 0.100-0.250mm (0.0039-0.0098in)
Compression (Bottom) - gauge 0.27-0.42mm (0.0106-0.0165in)
Oil Ring (Steel Rail) gauge 0.15-0.65mm (0.0059-0.0255in)
Compression (Top) - Service Limit 0.50mm Max (0.0196in)
Compression (Bottom) -SvcLim 0.65mm Max (0.0255in)
Oil Ring (Steel Rail) - SvcLim 0.90mm Max (0.0354in)
LUBRICATION SYSTEM
Oil Pump Type
Oil Rotor to Oil Pump Housing Clearance
Rotor Tooth Tip Clearance
Oil Capacity
Total (Dry engine) 5.5L (5.8qt)
Refill (With Filter)
Refill (Less Filter)

ditto "WOW!"
where did you get that?

Incase everyone wasnt following the posts in GB or NECO forums the cams are going for 1180 or around it shipped for only five sets 3 are spoken for

. (400) below retail