Web Cam stock (142) vs. 73 grind

[Jake Raby]

[SGKent]

[Jake Raby]

The engine combination starts at the air filter and continues all the way through to the tail pipe. Everything in between is what is defined as "The Engine" and thats what a 12,500.00 expenditure buys.

Every single component matters, but what matters more is how those components are applied together. "Its all in the combo".

Finding the combo takes over a decade.

BTW- I posted the comparative camshaft plots on our Facebook page here
https://www.facebook.com/pages/Rabys-Aircooled-Technology/46222961055

Will post to our forums later.
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Jake Raby
Raby Engine Development
www.rabyenginedevelopment.com
"I've never given anyone Hell, I just told them the truth and they thought it was Hell"

[AYoung14]

I have a 1.8 Type IV engine that needs a cam replacement. Any suggestions?

[Bleyseng]

Webcam 142 if stock with FI and smogged. If no smog tests the type4 store 9590 cam and lifters..
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70 Ghia Black convert-9/69 build date-stock w/133k 1600 SP-barn find now with a rebuilt tranny and engine
77 Westy 2.0L w/Ljet, Camper Special engine-95hp and with LSD!(sold)
76 Porsche 914 2.1L L20c, 120hp Djet (sold)
87 Syncro Westy Titan Red 2.1L 2 knob 100k miles

[Amskeptic]

[SGKent]

either of the above two answers work well. Both the cams Bleyseng mention work well, I use the webcam 142. Sometimes I wonder if I am not losing a little torque on the top end in exchange for HP.

Colin wants to know more about your needs because the cam should be matched to how someone wants to use their engine. It should also be compatible with the intake and exhaust systems.
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“Most people don’t know what they’re doing, and a lot of them are really good at it.” - George Carlin

[AYoung14]

[SGKent]

I am not doing a very good job of explaining it. To get the extra HP on a single profile cam you usually have to turn the motor faster so you loose the power at the lower RPM's when the whole curve moves up. Think of it like this - if you tuned that motor to have 125 HP, it might have -0- HP when turned off but 125 HP at 8,500 RPM. What you probably want is max HP being delivered from 2000 - 5000 RPM, not max HP being delivered from 5,000 to 8,000 RPM. Your goal is to get into traffic quickly, stay there and climb hills quickly. You are not trying to be the fastest car around a track. If you were you would not pick a bus to drive. You have a heat disadvantage and you will go slower and lose HP when you detune your engine by lowering compression over a racing motor. To keep the engine cooler you will also throw away HP by running a little richer, and by lowering your timing a little.

Look at the dyno thread and pay attention to the graph for the Porsche 914 GA engine. http://www.thesamba.com/vw/forum/viewtopic.php?t=426641

The cam in the GA engine came in every GA engine so to Porsche that is a stock cam with a part number for the GA engine. If you walked into Porsche back in 1975 and asked for a stock cam for the European GA engine, it would not be the same stock cam part number or profile for a bus. The bus stock cam would have a different part number and profile. The Webcam 142 is the same profile as a stock GA cam. That is why webcam calls it a "stock" cam. It is a stock cam for a 914-4. It is NOT a stock bus cam. It delivers power in the 2,000 - 5,000 RPM range. If you owned a 914-4, or a 912e and wanted to go faster then there are other cams that would make you faster. But you own a heavy 4 speed bus, and not a light 914-4 5 speed. A higher performance street or racing cam for a 914-4 / 912e is going to be boggy at lower RPM's in a bus.

Look below - it is a snapshot of the 914 series engines. The green arrow is the 1.8L EC motor which is very close to the 66 hp bus 1.8L engine. Then look at the red arrow. It is the 2.0 GA motor. Notice that the power stays above the 1.8L all the way from idle to 5000 RPM. You don't want to buy another cam unless it has equal power to the cam you have now in lower RPM's and continues with more power at higher RPM's. One cam on the dyno link page gives a little more power at 5,000 RPM but when you look at the graph you will see it does so by being weaker at a lower RPM.

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“Most people don’t know what they’re doing, and a lot of them are really good at it.” - George Carlin

[hiwaycallin]

Since this thread has resurfaced, and I'm the OP (has it been 4 years already?), I thought I might as well post a follow-up.

I went with the Web Cam 142 in a Headflow Masters engine with Adrian's modified heads and couldn't be happier. This engine combo has performed flawlessly, has plenty of power (I live in a mountainous region of Canada), and has not leaked a drop of oil since the day it was installed.

Thanks again for everyone's input and answers to my original questions!

[SGKent]

[RONIN10]

[hiwaycallin]

[RalphWiggam]

Reviving this old ass thread as I am in a similar predicament.

Bought a bunch of 2L parts to build a spare engine for my 72.

Standard 2.0 case/crank and rods.

AMC 2L head castings. All hardware thrown out and reworked to 42/36 by Tabari. Step was cut out.

Im going to stick with the 94mm Mahle p/c set I have.

This engine will be a spare for a 72 Westy. I dont really ever spend anytime over 4500rpm. Usually cruise on the highway at 3800rpm.

Carbs will be dual Weber 40IDFs. Exhaust will most likely be stock heater boxes with a VS exhaust. Exhaust is somewhat up in the air.

Im running a 9590 on my 1.7L and Im satisfied with it so far. Got about 6k on it now. I dont know if I want to spend that much money on a cam for this 2L spare engine.

Im open to cams from Scat, EMW, Web, etc.....Im leaning towards the 142 based on what has been stated about the lower RPM peak, but I cant find where exactly that info is coming from.

Any suggesitons?

EDIT: scratch the webcam being cheaper comment....

9590 kit comes with cam, gear, and lifters for $525

Webcam cam is 293, lifters are 185, and the gear is 70.

So the 9590 is actually a little bit cheaper as a package than the webcam stuff.