We offer a wide range of cams both as hydraulic and mechanical profiles and recommend the following combinations.

Q375H/Q375H Using a Q375HK inlet cam with a matching exhaust cam this first stage cam combination is ideal for fast road or occasional track use. These cams are easily fitted without extensive engine modifications. When fitted to an engine with throttle body induction system these cams give approx. 150* bhp before 7000 rpm. In a fully race prepared engine this cam can achieve it’s full potential, delivering over 175* bhp.

Q425H/Q425H Using a Q425HK inlet cam with a matching exhaust cam this second stage cam combination is for more dedicated motorsport use. Although this is a hydraulic profile the 0.425” lift requires the uprated VHPD type valve springs. To fit at optimum timing these cams also require pistons with deeper valve pockets. Using a standard cylinder head, 160* bhp is achieved and in a fully race prepared engine peak power should be approximately 170-180* bhp.

Q425M/Q395M Using a Q425MK inlet cam with a Q395MK exhaust cam this mechanical cam combination sees considerable torque gains at mid range rpm making this cam combination very useful for rally style applications. As a mechanical profile these cams again need solid cam followers, pistons with deeper valve pockets and uprated valve springs. With a suitable cylinder head, throttle bodies, and an appropriate exhaust system these cams give over 200* bhp.

Q455M/Q425M Using a Q455MK inlet cam with a Q425MK exhaust cam this combination is our current racing specification. Suitable for use only in fully race prepared engines where this cam easily achieves 210* bhp and in excess of 160* ftlb of peak torque. Our development engine when fitted with these cams has produced 227* bhp.

VVC conversion cams The VVC in its standard form has three cams, with the two inlet cams geared together. Competition profiles for this unusual arrangement are not yet available. Instead we offer a traditional one-piece cam as a direct replacement. Our VVC replacement cams are available as any of the motorsport profiles mentioned above. In this way the VVC head is no longer using variable valve control and customers are free to exploit the larger valve and port sizes of the VVC head casting.

* The power figures quoted above are from dyno tests conducted by QED using the 1.8L K series