Your Porsche 911 camshaft selection will be one of the most important purchases you will make for your engine.

The following factors must be taken into account:
  Is the engine to be used for street, street and track, or track only
  What gear ratios your transaxel has
  What is your compression  ratio
  What is the type and size of your exhaust
  Does the engine have carbs or is it fuel injected
  Is the engine Turbo charged
  What driving experience do you have
  What is the R.P.M. range at which you  want the strongest horsepower

    The camshaft acts as a traffic cop in your engine. It is there to make sure the valves and pistons do their jobs as efficiently as possible, but at the same time they never make contact with each other. In simple terms, a camshaft's lift determines how far the valve rises from its valve seat.   The lift has a dramatic effect on low R.P.M. performance, but has a lesser effect at higher R.P.M.s.

   Duration is also important. If you looked at a long duration you would notice that it is wide and blunt. This enables the valve to stay open for a longer time or duration. Duration has the opposite effect of lift. The longer the duration, the more the R.P.M. horsepower will be boosted.   However, it is at the expense of lower R.P.M. horsepower.

   The lobe centers of your camshaft are very important, but often not discussed. The lobe centers of a camshaft are the placement of the intake lobes in relation to the exhaust lobes.

  For example, you can't put an early "S" cam in a C.I.S. or turbo engine, because in a C.I.S. engine, the fuel injection is regulated by the engine's vacuum which draws air into the engine. When the lobe center is at 113 degrees - which C.I.S. cams are - the intake and exhaust valves are not open at the same time under most R.P.M. conditions.

   If they were, the resulting condition would be called "overlap" of the valves. When there is a lot of overlap, the vacuum of the engine drops dramatically!  This makes the C.I.S. injection lose its controlling feature. Turbos have very little overlap because under boost conditions the pressure generated by the turbo would be blown out through the exhaust valve during the overlap.

   On carburetor engines there are no vacuum problems, except that sometimes power brakes don't have enough vacuum.

   An example of a high overlap or lobe center is an early "S". It has 97 degree lobe centers. At most R.P.M. ranges, intake and exhaust valves are open at the same time for a split second. Notice "hot rods" and other engines with a single carburetor. At idle there are exhaust gases contaminating the fuel and air charge in the combustion chamber. That is why they idle so poorly. They can't adjust the fuel mixture for each cylinder as we can with our three-barrel carburetors.

   The reason overlap produces horsepower is because at high R.P.M. when exhaust gases are escaping they draw or pull the intake charge into the combustion chamber for a larger volume of fuel and air. For this reason, Porsche's newer engines and others have used two camshafts on each side, one for exhaust and the other for intake. They hook up a mechanism to vary (as in vari-cam) the overlap at different R.P.M. This way you get the best of both worlds.

   As you can see, the requirements of your engine must take into account many different factors. Call us today for a complete evaluation of your requirements. Every camshaft is precision ground and polished and then parkerized for oil retention to assure easy break-in and longevity. You will receive cam lube and installation instructions. We recommend your rocker arms be resurfaced to remove the "glaze" on the surface of the mating surface. We can do this for you, or just follow the directions on our instruction sheet.

Performance Camshafts for Porsche 911 and 914-6

Motor Meister's Performance and Racing camshafts are the perfect compliment to our current stock of performance and racing line for your Porsche needs.

Over 1000 camshafts sold for Porsche cars
Ground from factory Porsche Camshafts
Improved Performance for your Porsche
Ground to insure maximum cylinder head flow
All camshafts parkerized to retain oil for a better break-in
 Keeping the factory Porsche hardness, with out welding
Superior finish and consistency

Porsche Camshafts available

Prices per Pair

Early Solex 911 Porsche Late Solex 911 Porsche T Carbs 911 Porsche T M.F.I. 911 Porsche E Carbs 911 Porsche E M.F.I. 911 Porsche S Carbs 911 Porsche S M.F.I. 911 Porsche 2.7 CIS 911 Porsche 2.7 S CIS 911 Porsche 3.0 SC CIS 911 Porsche 3.0 SC Turbo 911 Porsche 930 Turbo Porsche 906 Carrera Porsche RSR Sprint Porsche 964 3.6 Porsche 964 Turbo Porsche GE-20 Porsche GE-40 Porsche GE-60 Porsche GE-80 Porsche GE-100 Porsche

$299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $299.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95 $349.95

All camshafts above are from Factory Porsche cores

Rebuilt Porsche 911 Rocker Pads
$19.95 each w/exchange $34.95 no exchange

Rebuilt Porsche 911 Rocker Shafts
$9.95 each w/exchange $19.95 no exchange

Miscellaneous Camshaft parts available for Porsche motors:

Camshaft pins, Factory Porsche Camshaft key ways, Factory Porsche Camshaft sprockets Rocker bolts, Factory Porsche Rocker spacers Factory Porsche RSR Rocker shaft seals Valve adjusters Valve adjuster nuts Camshaft lock washers, Factory Porsche Camshaft nuts, Factory Porsche

$0.95 each $1.95 each $44.95 each $1.95 each used $1.50 each new call for availability $5.95 each $0.95 each $2.00 each used $5 each to $20 each used

Many racing camshafts applications not even shown.   Please call for special needs!

Porsche Ignition Street & Racing

Motor Meister Inc. 12262 Woodruff Avenue Downey, California 90241

Motor Meister is not affiliated with Porsche Cars North America or Dr. Ing. h.c.F. Porsche AG.
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