Kent Cam Timing:

There are a number of different methods of cam timing. We at Kent Cams use either the 'Lift at Top Dead Centre' method, or the 'Full Lift Position method'

Full Lift Position method:

For many years the most commonly used method has involved establishing top dead center (TDC) as a datum (zero degrees) and positioning your camshaft with its inlet valve at maximum lift at a given position relative to this datum.
For example take our Ford x/flow camshaft number 234 which has a quoted figure of inlet timing @ full lift = 103 degrees. This means that the inlet valve should be set to be fully open at 103 degrees after top dead center. Therefore using a protractor or timing disc you can establish 103 degrees after TDC and it is at this point that your inlet valve should be fully open. Minor adjustments from the standard timing point can be made with the aid of adjustable timing kits or an offset dowel.

Lift at Top Dead Centre:

In recent years with the proliferation of multi valve/multi cam engines this method can be a labourious hit and miss affair. This is solved by setting all of your camshaft timing at a specified lift at the previously used datum of TDC.
This Method has been in use by Kent Cams and many top engine builders for many years. This method is relative simple and has the benefit of setting individual cams at the same position without resorting to excessive crankshaft rotation.
For example the Ford x/flow camshaft 234 has a quoted 'TDC' lift of 2.84mm. This means that when the piston is at overlap top dead centre (not the firing TDC) the cam should be set so that the inlet valve has 2.84mm of lift.

Basic fitting rules:

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.

  • Before fitting the camshaft check that it is identical in every respect (EXCEPT FOR LOBE PROFILES) to the one being replaced. Special attention should be given to the oil feed details and journal diameters as variations between camshafts may occur during the manufacture of the engine.
  • Liberally coat both the camshaft and cam followers with cam lube before installation. Failure to do so can cause scuffing between the surface of the cam and the cam followers which will cause premature wear.
  • It is essential that NEW Kent Cam followers are fitted. Failure to do so on certain engines will produce premature cam/follower failure.
  • Upon installation the valve springs must be checked to ensure that coil binding does not exist at maximum lift. There must be a minimum clearance of 1mm between the valve spring coils.
  • When using KENT valve springs ensure that they fitted at the correct installed height. It is important to ensure that the valve spring fits the retaining cap correctly and in some instances the cylinder head may need machining. Full direct replacement spring kits including retainers and seats are available from Kent Performance Cams Ltd.
  • Once the valve springs have been installed check both inner and outer springs for coil binding and ensure that the bottom face of the spring retaining cap does not contact the top of the valve guide or valve stem oil seal. Minimum clearance on full lift is .060. (1.5mm). If this clearance cannot be achieved the top of the guide may need to be modified.
  • When replacing the camshaft ensure only high quality engine oil is used (check that it is the correct grade) and the oil filter is replaced.
  • After having timed in the camshaft check that there is no valve to piston contact. The minimum clearance between the piston and the valve should be 1.5mm. In multi-cam engines ensure there is no valve to valve contact.
  • Before starting the engine, turn the engine over by hand to ensure that it rotates freely, prime the oil system, and check that everything is set to ensure the engine starts straight away.
  • Do not turn the engine over on the starter over for an excessive length of time. Once the engine is running do not allow it to idle for the first twenty minutes, and keep the revs to a minimum of 2000rpm in order to ensure adequate supply of lubrication for both the cam and followers

Who Is Kent Camshafts

Put simply they are manufacturers of all types camshafts, specialising in motorsport, short production runs, pre production prototypes and one off’s, however their in house manufacturing expertise extends to valve retainers, adjustable cam pulley’s, valve guides, chain gears, poly-v belt pulley’s, cam followers and shims. They also offer a bespoke range of valve springs, FSE injection pumps and regulators and are also Europes largest ARP stockist.

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.

What Do We Do?

Many people think of Kent Performance Cams as a company that just produces performance race cams, others think of us as manufacturers of tuned road cams. The truth however is nearer the former - Our original remit was based on offering motorsport engine builders a cost effective design and production facility with short lead times. As our name became synonymous with some of the most regarded names within the industry, our customer portfolio soon grew.

Our experience solely in the performance engine tuning industry helps confirm our position as the leading designer and manufacturer of motorsport camshafts in Europe. Engineers who produced cams for turbo F1 engines and Gp‘B’ Rally cars now create cams that are currently used in CART engines, World Rally Cars, World Superbikes and MotoGP. In virtually every form of motorsport from Offshore power boats to Touring Cars, Rallycross to WRC there are competitors currently benefiting from our influence.

Our manufacturing capability is constantly being updated, recent developments have involved expanding our factory/head office a further 5000 square feet, and the installation of a new CNC cam machining centre and CNC Grinding Centre.