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| B ENGINE CAMSHAFTS SPEC |
| RACING SPEC III PLUS |
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VTEC owners take note! Utilising advanced Japanese auto manufacture profile modelling, Buddy club has developed a versatile cam shaft that produces feasible horsepower, smooth idling and better throttle response over OEM throughout the power band.
Buddy club Spec III Plus Camshafts are made with brand new blank chilled cast cores to ensure strength and flexibility to take advantage of our patent pending Lobe Forming Technology to truly optimise the primary and VTEC cam lobes. The Spec III Plus camshafts were designed to accommodate a wide range of compression ratios from 10.0:1 to 13+. These cams are our most popular camshafts to date. They are designed to provide smooth and constant power especially in the low and mid range areas and throughout the rest of the power band.
- Direct Bolt-On
- Patent pending lobe forming technology for low to midrange torque
- Provides smooth constant power throughout the power band
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Base Dyno: B16 w/ GSR Cams and GSR Headers 170.9HP, 123.8TQ
Buddy club Dyno: B16 with SPEC III+ CAMS and GSR Headers 184.9HP, 129.4TQ |
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SPEC IIIPLUS
*Dyno Tested
237HP
218TQ
B18C1 Engine
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1mm OPEN |
1mm OPEN |
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INLET |
25° BTDC |
45° ABDC |
296° |
11.4mm |
0.008 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
45° BBDC |
20° ATDC |
290° |
11.8mm |
0.009 |
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RACING SPEC IV EXTREME CAMSHAFTS |
The Racing Spec IV takes advantage of the power making ability of higher compression setups |
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Buddy club SPEC IV Camshafts feature uniquely shaped lobes that work together to give you an impressively smooth and predictable power curve. |
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SPEC IV
*Dyno Tested
250HP
235TQ
B18C1 Engine
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1mm OPEN |
1mm OPEN |
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INLET |
37° BTDC |
49° ABDC |
306° |
12.3mm |
0.007 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
61° BBDC |
21° ATDC |
302° |
11.8mm |
0.008 |
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| RACING SPEC V EXTREME CAMSHAFTS |
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Developed, tested and proven by Buddy club's own race teams and engineers, the Racing Spec 5 camshafts are absolutely the most aggressive design in camshaft technology available today. Buddy club's patent pending lobe forming technology is used to increase low to mid-range torque and yet have an astonishing 12.8mm lift for explosive high-end power. These cams do not sacrifice low end power for top end gain.
- 12.8mm intake lift and 11.8mm exhaust lift for top-end power
- Patent pending lobe forming technology for low to midrange power
- SMOOTH CONSTANT POWER THROUGHOUT THE ENTIRE RPM RANGE! (From idle to 9500RPM)
- Requires Buddy club high compression valves, valve springs, and retainer set
- At least a 12.5:1 Compression Ratio is recommended
- Professional installation and calibration is highly recommended
- (Additional piston valve clearancing is required)
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Buddy club's patent pending lobe forming technology allows engineers to create uniquely shaped cam lobes that unleash power from areas that other camshafts are simply not capable of finding.
When you choose Buddy club camshafts, you will be proud to own what years and years of racing data and experience have guided us to develop. We offer exactly what we use to win race after race and there simply is no compromise. We believe in our own products 110%
Buddy club camshafts are designed to produce increased power all throughout the RPM range of your engine from idle to redline. With Buddy club cams, you will not find a dramatic power surges, even when VTEC transitions. What you will find is an extremely smooth and predictable power curve that you can use to power in, through, and out of each corner and still have what it takes to dominate the straights. |
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SPEC V
*Dyno Tested
268HP
233TQ
B18C1 Engine
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1mm OPEN |
1mm OPEN |
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INLET |
35° BTDC |
52° ABDC |
312° |
12.8mm |
0.007 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
62° BBDC |
32° ATDC |
306° |
11.8mm |
0.008 |
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| RACING SPEC VI EXTREME CAMSHAFTS |
- Must use Buddy club valve springs
- Must use buddy club cam gears
- Compression must be 12.5 or over
- Can use standard valve or oversize valve
- Smooth idle
- Good torque
- No valve clearance noise
- Easy computer mapping and setting
- Good re-acceleration response (will not have knocking problem as
other brand large angle cam shaft )
- Awesome performance and power
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SPEC VI
*SPEC ABSO-
LUTE ( B SERIES CAMSHIFT ) |
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1mm OPEN |
1mm OPEN |
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INLET |
23° BTDC |
50° ABDC |
319° |
11.8mm |
0.007 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
49° BBDC |
14° ATDC |
307° |
11.85mm |
0.008 |
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| K20 CAMSHAFTS SPEC |
SPEC I designed for fast road.
SPEC II designed for fast road and competition.
SPEC III designed for pure competition. (specifically for high Rev and high power engines)
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| RACING SPEC CAMSHAFT SPEC I ( K20 ) |
RACING SPEC
CAMSHAFT
SPEC I
( K20 ) |
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OPEN |
CLOSE |
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INLET |
8° BTDC |
98° ABDC |
286° |
11.8mm |
0.2 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
63° BBDC |
32° ATDC |
275° |
10.1mm |
0.25 |
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| RACING SPEC CAMSHAFT SPEC II ( K20 ) |
RACING SPEC
CAMSHAFT
SPEC II
( K20 ) |
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OPEN |
CLOSE |
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INLET |
26° BTDC |
50° ABDC |
297° |
12.4mm |
0.008 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
49° BBDC |
21° ATDC |
293° |
11.8mm |
0.01 |
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| RACING SPEC CAMSHAFT SPEC III ( K20 ) |
RACING SPEC
CAMSHAFT
SPEC III
( K20 ) |
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OPEN |
CLOSE |
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INLET |
22° BTDC |
47° ABDC |
300° |
13mm |
0.008 |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
38° BBDC |
13° ATDC |
295° |
11.8mm |
0.01 |
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| MITSUBISHI EVO-9 CAMSHAFTS SPEC |
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RACING SPEC
CAMSHAFT
SPEC II
( EVO IX ) |
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OPEN |
CLOSE |
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INLET |
-3° ATDC |
39° ABDC |
280° |
10.8mm |
108° |
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1mm OPEN |
1mm OPEN |
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EXHAUST |
38° BBDC |
-4° BTDC |
280° |
10.2mm |
107° |
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MITSUBISHI EVO IV ~ VIII CAMSHAFTS SPEC
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| 4G63 CAMSHAFT SPEC I |
TYPE |
TIMING ( 1mm OPEN ) |
DUR |
VL |
FL |
SPEC I |
INTAKE |
5° BTDC |
31°ABDC |
264° |
10.8mm |
108° |
EXHAUST |
34° BBDC |
0° ATDC |
272° |
10.2mm |
107° |
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| 4G63 CAMSHAFT SPEC II |
TYPE |
TIMING ( 1mm OPEN ) |
DUR |
VL |
FL |
SPEC II |
INTAKE |
1° BTDC |
35°ABDC |
272° |
10.8mm |
108° |
EXHAUST |
30° BBDC |
4° ATDC |
264° |
10.2mm |
107° |
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| 4G63 CAMSHAFT SPEC III |
TYPE |
TIMING ( 1mm OPEN ) |
VL |
FL |
SPEC III |
INTAKE |
280° |
10.8mm |
110° |
EXHAUST |
280° |
10.2mm |
110° |
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| 4G63 CAMSHAFT SPEC IV |
TYPE |
TIMING ( 1mm OPEN ) |
VL |
FL |
SPEC IV |
INTAKE |
290° |
11.5mm |
110° |
EXHAUST |
290° |
11.5mm |
110° |
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| RACING SPEC CAM PULLY - HONDA K20/24 |
- Extreme high precision
- Works and looks great in engine bay
- Simple to adjust
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| RACING SPEC CAM PULLY - HONDA B / H / D |
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Forged - Lightweight AL7075-T6
- Adjustable gears allow custom camshaft timing
- Four-bolt design eliminates cam gear slippage
- Fits both stock and after and aftermarket cam shafts
- $330 |
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| RACING SPEC CAM PULLY - MITSUBISHI 4G63 |
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According to racing experience, Buddy club's engineers have developed the super lightweight duralumin cam pulley for Mitsubishi's 4G63 engine. Lightweight duralumin was adopted as the material of choice and by surface coating with hard almite, durability of these pulleys have raised dramatically and can easily be used for drag racing cars that exceed 1000horse power and 10000RPM.
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| P-1 RACING PARTS |
Buddy club P-1 Racing Valves are made from forged stainless steel and are coated with a PVD black nitride friction reducing coating to reduce friction and increase premature wear resistance. These valves are ideal for using high lift aftermarket camshafts and/or forced induction applications.
Each valve features a flat face to help achieve maximum compression, and a partially narrowed stem to maintain factory valve weights despite the additional weight required to manufacture flat faced valves.
These valves are very technologically advanced and are some of the very best components you can use for your race engines that you rely on. |
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Buddy club P-1 Racing Dual Valve Springs allow for maximum lift while preventing valve float situations which can occur under high RPM high-lift conditions. These valve springs are ideal for high-lift aftermarket camshafts and is a great combination with Buddy club Titanium valve retainers.
Buddy club P-1 Racing Titanium Valve Retainers are designed to reduce overall valve train mass and yet provide excellent strength for high-revving engines with high lift cams and is coated with PVD black nitride friction reducing coating to make it last up to 3x longer than uncoated retainers.
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Valve spring changer
Usually it's quite a troublesome job to change valve springs, a job which requires the technician to remove the cylinder in order to remove and replace the valve springs.
With our valve spring changer, the job couldn't be easier. You now only need to remove the engine cover and the spark plugs, install the valve spring changer on the engine, force compressed air into the cylinder head which will push the piston to the highest position so the valves are fixed in position, then use the spanner and the socket on this special tool to change the valve spring.
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