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| JWT C8 camshafts are ground on new chilled iron billets with proper metallurgy for long life and proper base circle diameter. Most of the time, you don’t need to change valve adjusting shims as the JWT cams maintain the OEM base circle diameter. Not having to reshim saves a tremendous amount of time and work. The cams are pretty aggressive with 272 degrees of duration and .473″ lift on a 126 degree intake and 126 degree exhaust centerline. |
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| JWT valvesprings are good for over 8000 rpm. They are designed so they will not be excited by 5th order harmonics in the normal engine operating range when used with JWT cams. Thus JWT can get away with a lower valvespring tension than typical and still maintain valvetrain control. Lower tension means better wear and less friction with more power. |
There was a problem; the cars were to be ocean shipped which would take about a month each way. This meant that potentially a car shipped might not make it back in time for the Formula D season opener at Long Beach. The bigger problem was that Dai’s killer Team Falken LS powered S13 was being overhauled and retrofitted for the 2011 Formula D season and was not going to be available.
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| JWT makes this cool tool to aid in removing and installing the valvesprings. It screws onto the head and compresses the spring via the retainers while the cylinder is compressed with air to hold the valves up. The JWT tool makes valve spring changing a snap with the head on the block. |
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| Costa reinstalls the cam bucket/valve shim on top of the springs and retainers. |
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| The buckets, cam lobes and cam caps were treated with Royal Purple assembly lube which protects the parts until the engine’s oil can reach them on initial startup. |
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| The Royal Purple lube is an excellent part to use on bearings as well. |
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| The cams are going in. |
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| Everything bolted together and ready to go. |
