So I sent out the stock cams for profiling to see what can be done. I have been looking at the head and the valve springs to match up. There is about 1mm more lift max on the cams before the head need machined and the springs need replaced. If you remove the spring washers then you can get about 1.5mm on the stock springs. Since I would like to go more than this and any n/a application would to I was looking into aftermarket springs which of course needs new retainers and washers. This adds about 500+ more to the cost. So a simple cam swap becomes a valve job and springs. This is really going to wake up the engine though I think. I might even be able to lower the boost and make a bit more hp. Stock lift at 9.3mm is around .368 inches of lift. This is very low as we have discussed. Flow on the head at this lift is not to bad according to the data kynsi has gotten.
Basically I was thinking of getting profiles for turbo and n/a applications on the cams at the same time and the spring solution should be good for all applications. Anyone else interested in this at all to help eat up some of the cost. This should work well with the 3.6 motors and headers. I am looking at around 2-2500 including the head work for everything to get it done.

I'm interested in cam specs, specifically for the turbo cams.

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1993 190E 2.6 Sportline

Well I am going to get the numbers from them regardless. The big thing is that I could not justify the expense for the gains on the mild increase in lift and a little bit of duration. I think to really pull full potential out of the motor the lift is going to be in the 11.-- range and that is definitely going to require springs and mill work. I have been looking around and I can only find one person that has done similar work on a m119 in new zealand. I emailed him to find out as much as I can. I am just trying really hard not to spend as much money as it seems it is going to take.
The big thing is that you start to realize the potential of running lower boost and more hp than ever before. And that if you wanted to build a n/a, high compression motor that you could really get some power out of one of these if it could breath. Especially for those going down the itb route.

just out of interest, do the c36 eninges have more lift or just a longer/different duration?

im interested, dont know if ill have the required cash though

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'85 190, unrego'd (prospect track car)
'87 190e, manual (kinda rare in australia)
'89 260e

The c36 has the same exhaust cam and the intake is slightly more lift I do not remember the specs. Maybe a little duration. I know that it is not more than 1mm of lift and from the specs on the shrick cams and others I have seen most are in the 9.7-9.8 mm which is only a .5mm more lift.

well if the price is right, ill be keen for an NA set for my c36 and turbo set for project car

any guesstimation on price?

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'85 190, unrego'd (prospect track car)
'87 190e, manual (kinda rare in australia)
'89 260e

Like I said I think we are looking at 7-800 for cams. And I think that springs, retainers and locks are going to be 4-600. Then whatever machine work costs in your area for milling the head for larger lobes and while your at it port work and a valve job. $p/hp it should not be to bad. Especially once you are on the high end.

Well, Web Cams profiled my cams and came back with a very surprising profile. They are very similar to what schrick did. A little more lift but still in the 9.8 and 9.9 on the lift and duration at about 10-15 degrees more depending on lift location. 12-14 degrees at .050 lift.
I was talking to them about more and the problems are more than springs and head clearance. The buckets are too small in diameter. The cam lobes would just hit the side of the buckets without a much larger duration which would make the motor a top end only engine. They are very confident about the benefits of this profile and the nice part is that it would not require any other work to the head. I am going to call and talk a little more today. They also are specifying this profile for n/a and turbo applications. Good broad power range.

255 E1 401-00 9,7 240/ /126-92 0-60 - 28-32 0-2,3 hydr. 610,00 2 only use DB tappets no. 104 050 0925
255 A1 521-00 9,6 /252/113 -59-13 0,8 hydr. 610,00 2 only use DB tappets no. 104 050 0925

This is the schrick numbers for comparison. The Web profile is 236 intake and 252 exhaust. With more duration on the intake from .040 lift on.
Stock lobe center.

sorry im a little confused. so will these cams be needing new valve springs and head work?

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'85 190, unrego'd (prospect track car)
'87 190e, manual (kinda rare in australia)
'89 260e

I'm not too surprised that they couldn't do much to the profile. There is only so much that a lobe over a bucket can do before the geometry just doesn't work. A lobe against a follower isn't much better but the large flat area of the bucket can only be approached so aggressively. That's why I've had a hard on for a roller follower setup for the 103. A lobe against a roller can approach much more aggressively without the geometry problems. After comparing roller rockers from the 112, 113 against the slider rockers of the 103, I curse the fates that they had to be crooked for the 3 valve setup.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff

this maybe a stupid question, but can we not change the buckets?? sorry, dont know a lot about camshaft design

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'85 190, unrego'd (prospect track car)
'87 190e, manual (kinda rare in australia)
'89 260e

Putting in larger buckets would be huge money. Every bore would have to milled. The other options are to large of duration or making the base circle smaller. This requires all new buckets and probably longer valve stems on top of springs and retainers.
Besides Web is really making a case for what they are wanting here. Without good flow data to support more lift it is kind of mute. And they are saying on 4v heads that they really do not go crazy with duration.
The price came back much higher than I had thought. I must of heard it wrong before. It is going to be a little over 1200. I am thinking about pulling the trigger.

http://www.elgincams.com/campaper.html

Really good read on camshafts and 2v vs 4v heads.

Jw, does any one have flow charts on these heads?

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'85 190, unrego'd (prospect track car)
'87 190e, manual (kinda rare in australia)
'89 260e