I was looking around the internet came into some cams spec's thought it might be helpful to some, since I dont know much about cam's maybe someone can help with what it all means:

Stock: 246 degrees 10.5mm valve lift

Schrick: 264 degrees 11.0mm valve lift

Powerplant: roller cams Duration: 245 intake / 255 exhaust
Valve lift: 11.5mm
Lobe centers: 110 degrees

http://www.paeco.com/BMW%20Cams.htm

:DSee no evil hear no evil....lalalalala

I am trying to see if the company would be willing to do a group buy, maybe we can get some M70 cams cheap.... you never know, If they do bite, I wonder what would be a good spec on a oem m70 engine.

schrick specs are probably what you'd want to go with unless you do the m73 rollers up top, that would allow you to go a little more agressive

Be a good choice for you too since you pull a trailer, Very beneficial up hill.

Be a good choice for you too since you pull a trailer, Very beneficial up hill.

now if only I could get a set of dinan springs to firm up the rear too, I'd be all set

I use Csi's in the rear of a car, They're pretty stiff, The more pressure you put on them the more they stiffen, Maybe Csi's and a set of MWrench spring pads, That should do the trick.

tongue load is only 75lbs for the trailer in my signature, I just don't want to lower the car with the standard eibach or cut OEM spring setup in case it's loaded heavily or I need to tow something else. If I can't get my mitts on a set of dinans, it'll be off to the lathe to turn spring hats and fit some standard 725lb/in 'race' springs. I like the CSi idea, but in the case that I'm not happy with them, they've ultimately cost too much after paying the stealer.

Sorry for going off-topic!

I've heard of some using F-150 springs in the rear, Suppose to be the same rate as the Jar breaking dinans! There was some reading on this at RF.

This is what they e-mailed me back

"
Robert -
We have already ground several of these so there is no need for a group buy. The price to regrind your stock cams is $260 per cam. This includes parkerizing to re-harden them.
- Carl at PAECO
(205) 823-7278"

I asked him for more info on the specs, so now the m73 roller set, can this be adapted to the m70 heads?

Whats is the bad with regrinding the stock cams? I would love to learn more, and 260 per cam is not that bad at that price.

No bad in a regrind, Lots of race guru's do it, What do you want the cam to do for you is what's important, You want bottom end? Top end? or best of both? Since are cars are a little chubby, I would recommend more towards the bottom end, So you come off the line sideways!--)

8 that's the thing, I was hoping for a good positive talk on this, I dont think I will be adding any power adders, just something to give the car a little more power.

I dont care to much for 0-60 or 1/4 mile, I would like to get more top end.

But I am hoping that maybe this might help others on this forum...

Keep in mind that a cam can only do so much, They work in conjunction with other upgrades to get the most out of them, Enough fuel, Competition valves springs etc...

From all of my earlier research on cams; without internally modifying the engine, the best you can hope for is to shift your torque curve around to where you need it most. This is to say that there is no free power, you're making a trade instead
I think cams would be most beneficial on a manual 8er as the auto in daily driving will be shifting before you enter the power band

8eights- I've done extensive archive searching at RF and have come up totally empty-handed with regard to the F-150 springs. I would love to know the year/model combination to get these

I'll do a search for the spring info to see what i can come up with, I believe the comparison in spring rate was equal but the F-150's were a bit longer. Cams don't tell the tranny when to shift in a auto, Software could! Wokke...

Funny i was just kicking this around with motorism850 today

Bryson do you have the OEM springs?

Indeed, still on OEM springs with bilsteins. I haven't been able to source a suitable replacement and don't want to keep redoing the same work until I'm happy

I've heard of some using F-150 springs in the rear, Suppose to be the same rate as the Jar breaking dinans! There was some reading on this at RF.

This was a BAD rumor spread around after some people put in Dinan springs and the ride got very rough. Ford springs and Dinan were both blue. There were a bunch of Dinan bashers on RF for awhile. There is NO truth in this at all.

From all of my earlier research on cams; without internally modifying the engine, the best you can hope for is to shift your torque curve around to where you need it most. This is to say that there is no free power, you're making a trade instead
I think cams would be most beneficial on a manual 8er as the auto in daily driving will be shifting before you enter the power band



This is particularly true with the M70 engine, the compression ratio is only 8.8:1, the valve lift is very limited to piston clearance, Schrick is about as far as you can go ~11mm, with out milling the tops of the pistons.

Adapting the M73 finger follower rollers would not be a simple re-grind, it would have to be a new billet and ground from there. Henry Lawrence has done this and it was no easy or simple task.

As far as re-grinding the M70 cam? I would not go there. This is much more complicated then just removing and sending the cams out. If the lobe diameter is changed, then spacers must be used under the hydraulic lash adjusters to compensate for this change. Further the cam lobe is not symetrical (leading and trailing) and is reversed between the side to side cams because of the opposite rotation in regard to the finger followers. Some have re-ground the cams and have found that the re-grinder did not follow the lobe pattern and the engine ran like crap.

To answer those that might have the M73 engine, this engine has 10.0:1 compression and would respond better to a more aggressive cam, BUT the cam bearing journals are much smaller then the M70, and the cams are made with a hollow tube with sintered metal lobes shrunk on this tube. Sintered metal is NOT capable of being re-ground. Valve spring pressure has also been reduced from the M70 engine. BMW did this to reduce friction and rotating mass.

Remember that this engine was designed to be a torque monster with its cam profile, low compression and long intake runners. With the crappy head design (exhaust valve/port layout, it will not be an easy task to improve the upper end performance without effecting the low end and that is what the E31 needs it low end grunt!

Bottom line is you better know that the cam re-grinder knows the M70 engine in and out before you move on this and know how it will effect your overall performance.

response from Carl,

" Yes, there would definitely be a savings on shipping. We could do it this way: There would only be one $28 Shipping & Handling charge, regardless of how many cams we shipped to one location. If you had a half dozen guys participating, the savings would be roughly $150. Unless you tell us otherwise, we will grind the cams for max torque and acceleration for an otherwise stock engine. This is usually what is wanted in a street engine."

you want American Muscle performance? pull the V-12 and drop in a Hemi...Blasphemy I know....sorry couldn't help myself.

A beautiful GT Loaping at a red light?

The schrick cams and just about any other european cam specs are taken at .5mm lift (.020"), whereas your typical american cam specs are taken at .050" (1.1mm). This translates to a difference of about 40 degrees of cam duration. So with this in mind if you measure the schrick or just about any other european cam at the american spec of .050" you'll come up with about 40 degrees less duration. So a 264 schrick cam is about 224 degrees if measured at .050" lift. The Power Plant cams are made in the USA, for the M70 head, and are measured at .050" lift. They are a roller type cam and require additional valve relief in the pistons and the M73 valve train installed in the M70 head. They make about 70 hp over the stock cams, and still meet emission standards.

it would seem the v12's were designed with max volumetric efficiency in their naturally aspirated state. I would think starting with a good porting and polishing of the intake runners/intake and exhaust passages in the cylinder heads to be one of the only places to look to squeeze a few extra ponies out of one of these engines with maybe a set of headers and straight pipes to the cans ?

anyone send a set of their heads and intakes out to trick-flow yet ?

it would seem the v12's were designed with max volumetric efficiency in their naturally aspirated state. I would think starting with a good porting and polishing of the intake runners/intake and exhaust passages in the cylinder heads to be one of the only places to look to squeeze a few extra ponies out of one of these engines with maybe a set of headers and straight pipes to the cans ?

anyone send a set of their heads and intakes out to trick-flow yet ?

The heads are not designed to be ported enough to make a difference. There are a few that tried and nothing came of it. If you really want some power out of the M70, you have to go forced induction (Twin Turbo set-up). Cams, headers, etc. bring nowhere near the kind of substantial increase in HP as would a TT.

Or SC.

im an S/C kinda fella. but thats way down the road for me...