For those that dont know I have an EG thats a bit over 2200lbs with me in it and its running a mild built K24 with a type-s 6 speed. We won the BOTI race down in Orlando last weekend with an 11.50@120 and from what I have been told we have the fastest time in the street allmotor classes so far in 2006. The more we get the 60fts down the better it does. We ran 11.4 last night in testing with a little better 60ft than before. This thing is a TQ monster so getting traction has been a b1tch. The biggest thing we cant believe is, we are doing this on Crower stage 2 3/4 cams, not stage 3s, and no ITBs. We have been very happy with the out put of these cams and I will be sad to see them go. Thanks again to Brian Crower for all his help.


I have said it before and I will say it again I love these Ks

 

I'm planning on building a K20/K24 franky, and I was just wondering, how do you think they would compare to something like IPS cams. I'm starting to source parts for the head build up so cam info is a must. Thanks!

 

they are both good cams and with a good tuner will be very close in results. The biggest thing I can tell you is dont believe all the dyno sheets you see on line. Look at how cars perform on the track with what ever product you are looking at no matter what it is, cams, header......... or what ever

 

WilkesEPS have you heard about the new HyTech head packages? $1299 for cams springs and all. You can get every good cams these days without paying over inflated prices.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HyTech &raquo;</TD></TR><TR><TD CLASS="quote">Well after many years we have finally gotten around to offering cams for all the K series engines.

We have 6 different exhaust cams and 7 different intake cams. Now why would we need to have so many different grinds. The simple answer is there are so many different engine combinations that one or two or even three different profiles are not enough to cover the vast array of bore, strokes and induction systems.

So we took the time to work on the profiles for as many combinations as we think we needed. We have covered the range from stock compression and induction and non ported head to big bore long stroke and ITB's. From our experience over the years working with some of the spec racing series. The cam selection became very precise and we could put the rpm band where we wanted it. We weren't concerned with the top end power but the area where the power needed to be. Sure we have cams that will make big power on the top end but at small sacrifice to the and mid range.

Our goal has been to offer a wide selection of cams to cover most of the popular combinations. I'm sure most will want to know how they compare to cams already out in the market. The only answer is, I don't know. We have been working on these cams for many years to get the important stuff like,
valve acceleration, velocity and jerk. These are the three most important things we look at in cam design. The lift and duration are secondary. If the acceleration, jerk or velocity get out of hand the the valve train will eventually fail or cause excessive wear. We have been running these cam profiles for a log time to make sure we had the best design possible with out causing undo harm to the engine.

The cost of a set of cams, springs, retainers is 1,299.00. You just tell us the combination you are running or want to achieve and we can recommend the proper profiles for you. We also have our spec I kit available for sale next month. It consists of cams, springs, Ti retainers, new intake manifold, and header with either a flash or K pro program. On the engine dyno it has produced a 50 horsepower flywheel gain. We will have some chassis dyno numbers next month as well. This kit will be 3,199.00.

Spec II and III are also available which add cylinder head porting, rods, pistons and a variety of induction choices. These are custom built engines and prices are quoted for each application. The motor sizes range from 2 liter to 2.5 liter with good with specific rod ratio's depending on the application.
Most of the parts are built in house the exception are the rods, piston blanks (we do the final machining) the cams and crank stroking (we do the profiling).

Over the next few months we will be releasing engine data and specific combinations that we have been working on. We are also getting ready to do the rod ratio test that Wiseco, Carrillo and HyTech will be involved in. This article will show the latest Wiseco piston design that can handle high cylinder wall loading that short rods cause and its effect on torque and power. It should be interesting results.

We can be contacted at hitechexhst@earthlink.net or (949) 581-2181</TD></TR></TABLE>

 

Wow, thanks man on the heads up, I had always heard good things about hytech, at least about their headers. I always thought that they were super expensive, but now this seems rather reasonable. Tomorrow when I get home I am definately checking out their site. Thanks!!

 

nice times with such little mods...k series are awsum

 

Let us know when the cams snap and break.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18CXr &raquo;</TD></TR><TR><TD CLASS="quote">Let us know when the cams snap and break. </TD></TR></TABLE>Are you saying this from your own experience or are you regurgitating things you have read online? The only cams we have ever seen break were not installed correctly. We have been using the same Crower cams since last year in our K24 and as you can see by the times we got last year and this year they make very good power and have had no problems. We have also used lots of Crower B series cams in the past with no problems. You can get just as much power out the IPS as you can out of the Crowers and I would bet the Hytech cams will be just as good or better. They are all good cams if installed, tuned, and used correctly.

 

Are you saying this from your own experience or are you regurgitating things you have read online?


I only speak from experience.