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Sun Aug 17, 2014 2:50 pm

Seen a few RABY RAT camshafts on eBay for a type 4 engine. Anyone know what they are like or the kind of performance they offer

Can't seem to find much information on the web

Sun Aug 17, 2014 2:57 pm

Did you go to the type 4 store and look up the cam #? Even though Jake is no longer running the store (I think Charles from L&N runs and owns the store now...jake noted last week that he does strictly engine development now).....just call them and ask baseline specs. Ray

Sun Aug 17, 2014 3:49 pm

I can't seem to find much on the website about the actual cam, just about the kits. I'm in the uk so haven't called

Are they a good cam like someone like cb performance or eagle?

Sun Aug 17, 2014 4:33 pm

Raby's cams are said to be made by Web Cam with a special grind.

Sun Aug 17, 2014 7:45 pm

The 9590 camshaft is used in the camper special engine. Can't tell you anything beyond that! :)

Sun Aug 17, 2014 8:26 pm

mnskmobi wrote: The 9590 camshaft is used in the camper special engine. Can't tell you anything beyond that! :)

I have a 9550. it will be installed in a couple of months...hopefully. From what Jake noted a couple years back, the 9550 is basically the Web #73 in all respects...except that it has a small split duration. It has more exhaust valve overlap to get better exhaust performance and make the heads run cooler.

Its fit and finish look and are identical too the web #73 that I already have...and I put 89K flawless miles on that one and it still looks new.

It should be a great cam. Ray

Mon Aug 18, 2014 7:52 am

Raby is famous for never telling the specs on his cams. He says he doesn't want them copied. If someone really wanted to copy them, all they would need is to buy one and put it in a cam profiler, so I'm not sure what his hang up is.

His sales style is "you don't need the details, just trust me". That works for doctors road racing 914's, but that doesn't work for people who want to know what's going into their engine.

Maybe Charles will change some of that, but I doubt it.

Mon Aug 18, 2014 8:24 am

I guess it depends on what you want. We wanted an engine with plenty of torque and a top end not to exceed the 5400 RPM engine redline - which is where the ECU governs RPM. Usually 4200 - 5000 RPM is the most we push it. The type 4 engine that most mirrors that was the 914 2L GA engine with about 100 HP vs the standard bus 70 HP. That cam IS the webcam 142 as it was STOCK in the 2.0L GA Porsche 914 engine. It has a split duration and is clean enough to pass smog. We didn't see ourselves ever needing a 6,000 RPM engine. The stroke on the 2.0 is long, and the trans gearing is set to keep RPM's down. It isn't like having a closely coupled 6 speed in a light sports car. It is a truck that will spend most of its like below 70 MPH.

Mon Aug 18, 2014 9:50 am

I built my motor with the 9550. As most people will say its all in the combo of parts you build with. You will need to run solid lifters that are matched with the cam.

I would look into the valvetrain upgrade kit that raby offers. That kit includes a new straight cut gear, pushrods, and 911 swivel feet adjusters. These will require 1700cc rockers. Whats the reason for changing out the cam? If you want to rev it up past 4500 you will need to invest in the valvetrain. Not sure if anyone has just swapped the cam alone. Better flowing heads may be a better investment. 100+110hp with flat top Pistons. Cooler head temps too

Mon Aug 18, 2014 10:50 am

Remember: The 9590 is a modern version of the 9550 thats Ethanol fuel friendly. The 9550 was superseded by the development of the 9590.

I am happy to have put the parts sales into someone else's hands and to have zero association with it. Nothing I hate more than sales and support.

Mon Aug 18, 2014 1:02 pm

Jake Raby wrote: Remember: The 9590 is a modern version of the 9550 thats Ethanol fuel friendly. The 9550 was superseded by the development of the 9590.

I am happy to have put the parts sales into someone else's hands and to have zero association with it. Nothing I hate more than sales and support.

Hey Jake! Yes I am finally about to install that 9550 and valve train kit early in the fall. Its been boxed up for 3 years. It should be an interesting engine. Ill let you know how it runs. Ray

Mon Aug 18, 2014 3:15 pm

Quote: Remember: The 9590 is a modern version of the 9550 thats Ethanol fuel friendly. The 9550 was superseded by the development of the 9590.

Excellent advice people, pay attention.

Quote: I am happy to have put the parts sales into someone else's hands and to have zero association with it. Nothing I hate more than human beings.

fixed it for ya.

Mon Aug 18, 2014 3:18 pm

Thanks for the correction. I used to be a nice guy, then I ruined it by exposing myself to the public.

Mon Aug 18, 2014 7:30 pm

Hahahahaha isn't that the truth!! I feel ya sir!

Mon Aug 18, 2014 8:49 pm

airkooledchris wrote: Quote: Remember: The 9590 is a modern version of the 9550 thats Ethanol fuel friendly. The 9550 was superseded by the development of the 9590.

Excellent advice people, pay attention.

Quote: I am happy to have put the parts sales into someone else's hands and to have zero association with it. Nothing I hate more than human beings.

fixed it for ya.

Ah...cool learn something every day! I wondered as have others...why you dont see the 9550 in the line up anymore.
I have been out of the loop much until just recently.
I make it a religion searching out ethanol free fuel.

Still no real problems getting it in Oklahoma city, kansas city....and at least in Des Moines where I currently live.....most premium is ethanol free. That suits me fine. Ray

Mon Aug 18, 2014 8:54 pm

Nothing ever stays the same in our world... In the cookie cutter VW world that hasn't changed in the past 30 years, well, since nothing is ever developed nothing really changes.

Mon Aug 18, 2014 9:19 pm

Jake Raby wrote: Thanks for the correction. I used to be a nice guy, then I ruined it by exposing myself to the public.

thanks for the new sig line :D

Mon Aug 18, 2014 10:49 pm

Jake Raby wrote: Nothing ever stays the same in our world... In the cookie cutter VW world that hasn't changed in the past 30 years, well, since nothing is ever developed nothing really changes.

Yeah I know thats right in my line of business. I bought the 9550 and cam kit about 3 years ago. Though the build details are still going to be the same, framework. ....the extra time not spent building the engine was not wasted. The fuel system and exhaust saw a lot of work in that time and the heads are finially finished and improved.....and with a vastly reworked D-jet system the 9550 cam is still rather perfect for this build. Until its a roller....no sense in starting the assembly of the engine. Doing fuel system plumbing next month.
Ray

Tue Aug 19, 2014 12:07 am

GermanLookT2 wrote: I built my motor with the 9550. As most people will say its all in the combo of parts you build with. You will need to run solid lifters that are matched with the cam.

I would look into the valvetrain upgrade kit that raby offers. That kit includes a new straight cut gear, pushrods, and 911 swivel feet adjusters. These will require 1700cc rockers. Whats the reason for changing out the cam? If you want to rev it up past 4500 you will need to invest in the valvetrain. Not sure if anyone has just swapped the cam alone. Better flowing heads may be a better investment. 100+110hp with flat top Pistons. Cooler head temps too

I have all this upgrade kit in my engine. I will just say my engine is perfect for my Bus.

If your want to see the dyno result, the are pictures in my tread. 98,6 horsepower.

The oiltemp have never been more than 150F. And I drive at highway, mountains and everywhere :-)

Tue Aug 19, 2014 8:19 am

While not being an expert, I have the Camper Special kitted engine from RAT.
It's my understanding that the cam is close to a 9550 or 9590 with a proprietary twist.

I would be a little concerned if my oil temp did not reach 200*-210*F periodically which would help evaporate the moisture and moisture born contaminates from the oil. (not faulting your rig Cheron.)

My view is: Since VW engine systems are designed to work together to produce a whole that is "greater than the sum of the parts"; if you make substantial changes to one of the systems, you will have to make substantial changes to one or more of the others.