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Est. 1974
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Variations below:
Kent 256 Kit Slot Drive Only
266 Slot Drive Kit
MDM266-KIT$431.95
Kent 256 Kit Slot Drive Only
256 Slot Drive Kit
MDM256-KIT$494.95
Kent 286 Camshaft Kit Slot Drive Only
286 Slot Drive Kit
MDM286KIT $431.95
Kent 276 Camshaft Kit Slot Drive Only
276 Slot Drive Kit
MDM276KIT $431.95
Kent 276 Camshaft Kit Slot Drive Only

Kent 276 Camshaft Kit Slot Drive Only

Kent 276 Camshaft Kit Slot Drive Only
This kit from Kent not only provides the great camshaft but also a matching set of valve springs and lifters (cam followers). All components were chosen as a matched set and when installed with will provide all the performance you could ask for!

Brilliant all round performance road cam. Smooth idle, pulls from around 1,200 RPM. Small gain in low end, big increase in med and top end. Unbeatable for genuine fast road use. Rev band 1,200 to 6,500/7,000 rpm. Intake duration is 260 degrees, exhaust is 268 degrees, lift at cam with 1.25 ratio rockers is .320" intake and .330" exhaust.

4 Other Variations Available:
Kent 256 Kit Slot Drive Only
266 Slot Drive Kit
Kent 256 Kit Slot Drive Only
256 Slot Drive Kit
Kent 286 Camshaft Kit Slot Drive Only
286 Slot Drive Kit
Kent 276 Camshaft Kit Slot Drive Only
276 Slot Drive Kit
Related Technical Articles:
CAM TIMING - Basic Notes
Created: February 04, 2011
To avoid lots of swearing and unnecessary damage, check the timing gears slide neatly onto their respective bosses. If tight, first check for any high spots in the gear bores and key-way slots. Clean out using with fine emery cloth, medium Wet 'n' Dry paper, or some such.
Created: January 08, 2007
About a year ago I read about the reduction of zinc dialkyl dithiophosphate (ZDDP) in the oils supplied with API approval that could affect sliding and high pressure (EP) friction in our cars. The reduction of these chemicals in supplied oils was based on the fact that phosphates reduce the effectiveness and eventually damage catalytic converters and introduce minute amounts of pollutants into our atmosphere.
Who is Kent Camshafts
Created: January 27, 2006
Established in the late 1970’s, Kent Performance Cams has grown from a fledgling idea nurtured by two engineers - Bob Munt and Bob Fry - into a world renowned specialist camshaft manufacturing team, a camshaft manufacturing house that was capable of producing competition engine components within strict quality control criteria whilst still remaining cost effective, a policy we still pursue to this day.Bob Fry - who took full control of the company in 1989 - has since taken a back seat in the running of the company leaving the existing management team - Tony Woodward, Andy Burns, Malcolm Hawkins and Graham Watts - as the primary Directors responsible for further growth of the company. Other key employees include Sales Manager Del Johnson, whose automotive experience spans thirty years.
Kent Camshaft Fitting Rules
Created: January 27, 2006
The installation and first few moments of running are critical factors in the life of the camshaft and the following instructions have been devised in order to obtain maximum performance from the engine and to ensure a long and trouble free life from both the camshaft and associated components. These points are designed to be used in conjunction with the original manufacturers installation procedure.
CAM TIMING - Mechanical Method
Created: August 31, 2000
Accurate piston position indication is the first goal. You need to know exactly when piston one is at TDC. Without engineering measuring equipment a ‘stop plate’ is required. This you will either have to manufacture personally, or get one made.
CAM TIMING - Conventional method using DTI, etc...
Created: August 31, 2000
Rotate crank so piston one is at the bore top (TDC). Fit timing gears 'dot-to-dot'. Set up DTI with stem resting on number one piston centre with a little preload. Rotate crank backwards slightly (anti-clockwise looking at the front), then gently forwards observing the DTI, watching where the needle stops before descending.
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