ADJUSTABLE CAMSHAFT GEAR 944 8v / 944T
Fits Models:
Features:
- Lightweight CNC Machined 6061 T6 Aluminum Outer Drive Gear
- Hard Anodized For Surface Hardening & Long Life
- Steel Center Hub To Resist Keyway Wear
- Adjustable From 4° Retard To 6° Advance (8° To 12° Crankshaft)
- Adjustable Without Removing The Gear
- Four ARP SS 12 pt. Securing Bolts
- Reference Marks For Piston Position (for measuring valve lash on solids).
This " Top Shelf " adjustable cam gear is available for the 944 8v and 944
Turbo. Incrementally adjust the cam timing using the timing marks machined on the gear itself. Adjustment marks for 4° retard to 6° advance in camshaft degrees which is
8° to 12° in crankshaft degrees. After setting up dozens of
cams, the worst we ever had to dial one back in is 5 degrees
of crankshaft degrees. Since you would never want to advance or retard more than the limits of our gear's adjustment,
you have all the adjustment you will ever need. You
can adjust our gear further, but you won't need to.
There is no more guessing or fussing with complicated cam degree wheels. This CNC machined gear allows you to fine tune the cam for optimum performance.
When the 944 motor has it's head or block faced, the distance between the cam gear and the crankshaft pulley
is reduced. This changes the camshaft timing because the belt is in effect longer. The cam is now retarded in
it's timing from stock. We are only talking about a few
degrees. However, advancing the cam timing has the effect of lowering the RPM at which peak power occurs. The opposite is achieved when the cam timing is
retarded.
This gear enables you to dial your cam back in and beyond. Move your power band up or down as you need it
with ease.
In designing this gear, we measured several factory gears and found the relationship of the gear teeth and keyway to be as much as 2° different from one another. We don't know which is correct, but it just goes to show how far your cam can be off even if your car is completely stock.
One thing making our gear superior to others is our Steel
Center Hub. When you install heavier valve springs or
certain grinds of camshafts, the load on the key increases.
We feel the key is undersized, but we cannot change that.
We have seen several stock cam gears where the keyway has
worn and also damaged the camshaft keyway. This can also
come from higher RPM.
Here is one example of a factory steel gear failing. The keyway in
the camshaft was chipped away as well and both needed to be replaced.
When we first produced this gear, we used a Steel Outer Gear and Steel Center Hub. We sold them this way for
about 4 years without a failure. We decided that we
would switch to aluminum on our next production run. Then we started to see worn keyways on stock steel
camshaft gears and camshafts. We felt that going aluminum
on the outer gear was fine, but backed away from an Aluminum
Center Hub. It's just not strong enough. Even the steel isn't
if your cam bolt starts to work loose. Don't let anyone tell
you an aluminum part is as strong as steel. It's just not so.
When the keyway on the gear wears, so can the camshaft. One of our customers found out the hard way that you cannot repair
a damaged keyway on a cam, so it means total replacement.
Light wear it counts, tough where it must be, and fully
adjustable = " Top Shelf ".
Ever so slight clearancing "may" be required on the aluminum housing behind the cam gear.
Some of these housings have webbing and some don't. Some that do vary in webbing height. Those with ribs that are taller may need clearancing.
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