Shop ADJUSTABLE CAM GEAR
ADJUSTABLE CAMSHAFT GEAR 944 8v / 944T
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 key-way 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. Then there is the possibility of the same issue on the position of the crank gear key, the crank key and the camslaft key. You really don't know where the cam position actually is. A degree kit and an adjustable gear is the only correct way to know.
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 key-way has worn and also damaged the camshaft key-way. This can also come from higher RPM. Here is one example of a factory steel gear failing. The key-way 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 key-ways 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 key-way on the gear wears, so can the camshaft. One of our customers found out the hard way that you cannot repair a damaged key-way 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.