[Bdub440i]

Originally Posted by blacksapphire440i

Are you gonna be running a big turbo + any auxiliary fueling? DI Injectors or Port Injection? I doubt you are gonna have enough fuel to run the cams even remotely aggressive if you are still on stock injectors w/ no PI.

What are your goals for your build?

I think for most people these cams are not necessary whatsoever and adds additional failure points to a stock block setup. You're retiming the engine and opening the head which if done by the wrong person could result in catastrophic failure if everything is not torqued to spec.

I have a gtx3584rs, eos manifold w 1650 injectors, built hp70 and swapping out the 450 aux pump for a 525. My goals are yes.

[blacksapphire440i]

Originally Posted by Bdub440i

I have a gtx3584rs, eos manifold w 1650 injectors, built hp70 and swapping out the 450 aux pump for a 525. My goals are yes.

Then you should be great to go

[McBobby Jr]

Some dyno results showing a before and after from stock cams to Kelford cams on a G35 turbo setup. Some notable gains begin after 5000 RPM and continue up the rev range.

[McBobby Jr]

A bit late as the release was over a month ago, but Skunk2 Racing came out with their own set of cams for the B58 although it’s for Gen 2. Pricing is comparable with the Kelford cams and they require the same retainer and valve spring upgrade as their competitor. No specs available and there is only 1 version of their cams out at the moment. Power gains are stated to be up to 10% from 3500rpm to redline, and 100+ hp/tq at 40psi. No clue if there are any plans for Gen 1 development. https://www.instagram.com/reel/Cwq5K...RlODBiNWFlZA==

[talontdone]

Originally Posted by blacksapphire440i

Are you gonna be running a big turbo + any auxiliary fueling? DI Injectors or Port Injection? I doubt you are gonna have enough fuel to run the cams even remotely aggressive if you are still on stock injectors w/ no PI.

What are your goals for your build?

I think for most people these cams are not necessary whatsoever and adds additional failure points to a stock block setup. You're retiming the engine and opening the head which if done by the wrong person could result in catastrophic failure if everything is not torqued to spec.

Agree. For hybrids with an upgraded HPFP should allow you to spool up to full boost vs having to hold it low so that the fuel pump won’t crash down low and obviously more top end if you you are running a full frame turbo. Removing the fueling limitation with cams down low is fantastic subject to motor/transmission limitations of having a quick spooling hybrid .. not so much of an issue on full frames though as no matter how much fuel you throw at them, they won’t make power till you wind em up higher in the rpm band. For myself, I’d love to run more boost down low with my DAW … but I know myself too well and I’d likely end up fubaring my stock transmission!

[5w20]

Originally Posted by McBobby Jr

Some dyno results showing a before and after from stock cams to Kelford cams on a G35 turbo setup. Some notable gains begin after 5000 RPM and continue up the rev range.

A, B, or C cams?

[McBobby Jr]

Originally Posted by 5w20

A, B, or C cams?

Either A or B, but most likely B to the best of my memory.

[McBobby Jr]

Here’s some results on a built motor Gen 1 car, 775whp at 25 psi and over 1000whp at 36-37 psi on a g35-1050 turbo with the Kelford B cams. It seems the Kelford camshafts are doing some serious work since the Garrett turbo doesn’t have to work much at all. Also one thing to note which was cool to see is the pull done at 25 psi was done on a stock exhaust and DI only.

[B58 parts]

Somewhat on topic I'll post this here as the people reading this are most likely to know anything about this. I do have the timing kit so I might just end up doing the cams at some point. If I can ever get this car running again that is.

Does anyone know how the DME deals with the different parts in 1.5?

I have a gen 1 b58 with damaged piston(s) that closed a spark plug. I unknowingly purchased a gen 1.5 swap. I didn't know about this / thought it'd be fine. Now I'm finding out about all this shortly before I get it ready to go in. Haha. My hope was to keep my existing gen 1 DME, swap in the long block reset some things and the computer doesn't know anything happened.

I'm trying to figure out what my options are short of doing a DME swap project. Everything from my harness plugs in the same. The vanos actuators are the same part. Maybe it just works? I could update the firmware to 2018 for 1.5 (right before the DME locking started). That might help but there could be some sort of additional coding to the vehicle order to say it's a 1.5. I don't know, anyone? The repair manual just says to program ilevel but it typically doesn't give you the whole story. I'll have to ask bm3 if they somehow just handle this or if it's even any difference at all.

To leave the computer out of it I might have to put the gen1 timing parts in. The gears, vanos valves, and cams are different. The bottom of the head might be nicked but I'm pretty sure all that stuff's okay and I could swap in.

The chart posted before, it says something about a two-piece timing chain, but the chains are all the same part numbers. I'm confused. Any input on this is appreciated I can start a dedicated thread soon on this gen15 stuff. Maybe this has been covered and someone can link me as I totally missed this.

The only other difference so far I've found is the oil pressure sensor was reduced from M12 to M10. The harness plug still fits, but I don't know how it reads. I doubt I will have to drill and tap that hole to M12 but maybe. That'd be great.

[kern417]

Originally Posted by B58 parts

Somewhat on topic I'll post this here as the people reading this are most likely to know anything about this. I do have the timing kit so I might just end up doing the cams at some point. If I can ever get this car running again that is.

Does anyone know how the DME deals with the different parts in 1.5?

I have a gen 1 b58 with damaged piston(s) that closed a spark plug. I unknowingly purchased a gen 1.5 swap. I didn't know about this / thought it'd be fine. Now I'm finding out about all this shortly before I get it ready to go in. Haha. My hope was to keep my existing gen 1 DME, swap in the long block reset some things and the computer doesn't know anything happened.

I'm trying to figure out what my options are short of doing a DME swap project. Everything from my harness plugs in the same. The vanos actuators are the same part. Maybe it just works? I could update the firmware to 2018 for 1.5 (right before the DME locking started). That might help but there could be some sort of additional coding to the vehicle order to say it's a 1.5. I don't know, anyone? The repair manual just says to program ilevel but it typically doesn't give you the whole story. I'll have to ask bm3 if they somehow just handle this or if it's even any difference at all.

To leave the computer out of it I might have to put the gen1 timing parts in. The gears, vanos valves, and cams are different. The bottom of the head might be nicked but I'm pretty sure all that stuff's okay and I could swap in.

The chart posted before, it says something about a two-piece timing chain, but the chains are all the same part numbers. I'm confused. Any input on this is appreciated I can start a dedicated thread soon on this gen15 stuff. Maybe this has been covered and someone can link me as I totally missed this.

The only other difference so far I've found is the oil pressure sensor was reduced from M12 to M10. The harness plug still fits, but I don't know how it reads. I doubt I will have to drill and tap that hole to M12 but maybe. That'd be great.

it'll probably work as is but just swap your cams/vanos gears/solenoids over.

[E90ROXS]

I'm currently running DAW turbo, DS2 pump + pi. Thinking of ditching the pi and go with Kelford cam and tu pump for emission purpose. Is it safe to run on the oem map for smog check?

[B58 parts]

Originally Posted by kern417

it'll probably work as is but just swap your cams/vanos gears/solenoids over.

Thanks man I was hoping you would have a point of view. That very well could be the move, it's either that or the computer changes which I just have to find out more about.

TIS mentions PUMA measure 62634754 when replacing cylinder head or engine. And then 64122020 when replacing vanos parts. I've asked on a certain green uk forum for these docs. Hopefully it's it's just update the ilevel to a certain version.

If anyone knows how to get these please advise. I'll make a thread once I know and we can explain what those revisions were for. Likely we see a lot of people with the "bucking" problem changing the actuators in the early models, and they probably address that. I'm thinking the smaller oil pressure sensor channel is related.

The chart back on page one could be corrected, only the Gen2 has the one piece timing chain. The one Papadakis tore apart. The gen 1 and "gen15" have all the same timing parts, save the revised gears, valves, and cams. The idler sprocket was updated in early in 2014.

I'm stoked to have this timing kit though. I might tear the blown one apart tomorrow. I found out how to order the special tools finally. I'm going to get that nice cylinder head scraping block. That exhaust cam holder for cylinder two isn't too expensive.

[McBobby Jr]

Any Gen 1 guys with Kelford cams wanna chime in?

[McBobby Jr]

Looks like more shops are entering the aftermarket with their own camshafts. More competition is always better, and GSC is a big name. Looks like 1stock30 is currently about to test a prerelease set on his new built motor.

[kern417]

Originally Posted by McBobby Jr

Any Gen 1 guys with Kelford cams wanna chime in?

what's your question?

[McBobby Jr]

Originally Posted by kern417

what's your question?

Any of the guys that have purchased a set of cams from Kelford, how was the experience, installation, tuning process, results, etc. Obviously you’ve already made a video about this I’m just trying to gather more data.