who makes a 110 cam and is it stock ? and how much lift. thanks bill.
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who makes a 110 cam and is it stock ? and how much lift. thanks bill.
The only company that legitimately makes a 110 cam is Engle. That's part of their numbering system and over the years, people refer to any cam with the same grind as a 110.
NO, W-110 is not stock
Cams for use with 1.1:1 or 1.25:1 rocker arms
W-100 276
NO, W-110 is not stock
Cams for use with 1.1:1 or 1.25:1 rocker arms
W-100 276
Word of advice Go to CB Perormace and look at the EAGLE cams They have some milder cams than Ingle offers the 110 is the smallest thing ingle offers and i sent one back last fall after it was wronly put in my beetle engine. its to hot for daily street use but thats only my opinon.
That may be, but there's a lot of other things to consider about the cam's operation as well; what compression ratio you're running, what you prefer for base and/or full ignition advance (and where "full" advance kicks in), what is the flow characteristics of your carbs, what you're running for an exhaust extractor system and the flow characteristics of it, and what Octane rating gas you prefer to run.
I've been running an Engle 120 in my 2,110 for eight years and find it to be (at least for me) very streetable. Admittadly, it is not as smooth as a stock engine, but a stock engine doesn't kick you in the butt when you stomp the accelerator, either. Mine has a very mild lope at idle, but it repeats, is quite pleasant AND it'll idle forever without changing note. Wide-open performance is awesome.
I spent the time up front working out the air flow characteristics the engine was capable of and tried, as much as possible, to match the flow of carbs, cam (1.1:1 rockers), heads and exhaust so they all work well together. It took me a while to get the carbs dialed in so that everything smoothed out at idle and it required a HUGE squirt from the accelerator pumps in the mid-range to overcome a bit of a bog, but after that it has been great to live with.
Another thing to consider is you can NOT run stock heat range plugs with an Engle 120 (and probably not with a 110, either). You'll have to play with a small range of plugs for a while until you find one that makes everything else happy and then stick with that. What I use seems to work well at sea level (where I live) in mild to hot weather, and loses effectiveness at higher elevations and in really cold weather (below 35F). Knowing that keeps me here in Beaufort!!
I've been running an Engle 120 in my 2,110 for eight years and find it to be (at least for me) very streetable. Admittadly, it is not as smooth as a stock engine, but a stock engine doesn't kick you in the butt when you stomp the accelerator, either. Mine has a very mild lope at idle, but it repeats, is quite pleasant AND it'll idle forever without changing note. Wide-open performance is awesome.
I spent the time up front working out the air flow characteristics the engine was capable of and tried, as much as possible, to match the flow of carbs, cam (1.1:1 rockers), heads and exhaust so they all work well together. It took me a while to get the carbs dialed in so that everything smoothed out at idle and it required a HUGE squirt from the accelerator pumps in the mid-range to overcome a bit of a bog, but after that it has been great to live with.
Another thing to consider is you can NOT run stock heat range plugs with an Engle 120 (and probably not with a 110, either). You'll have to play with a small range of plugs for a while until you find one that makes everything else happy and then stick with that. What I use seems to work well at sea level (where I live) in mild to hot weather, and loses effectiveness at higher elevations and in really cold weather (below 35F). Knowing that keeps me here in Beaufort!!
"I've been running an Engle 120 in my 2,110 for eight years and find it to be (at least for me) very streetable."
Agreed! After a very short while, the 120 begins to feel like it was always there and came stock in the engine. I can't imagine a 110 or 100 being anything other than just a factory replacement, when the 120 is SO perfect for the street.
Of course you need a balance between parts, MAG44 heads are a perfect pairing and the smaller "p-nut" spark plugs offer a wider choice of heat ranges to work with.
You don't want to go too wide with the components, but you also don't want to cut the fun out of the mix by going to mild either. The cam and head work is going to set the tone of the engine; a little homework and you can put together a really safe, streetable, long lasting engine that will deliver all the you need on the street, and be done on a average guy kinda budget.
Agreed! After a very short while, the 120 begins to feel like it was always there and came stock in the engine. I can't imagine a 110 or 100 being anything other than just a factory replacement, when the 120 is SO perfect for the street.
Of course you need a balance between parts, MAG44 heads are a perfect pairing and the smaller "p-nut" spark plugs offer a wider choice of heat ranges to work with.
You don't want to go too wide with the components, but you also don't want to cut the fun out of the mix by going to mild either. The cam and head work is going to set the tone of the engine; a little homework and you can put together a really safe, streetable, long lasting engine that will deliver all the you need on the street, and be done on a average guy kinda budget.
In about 1978 I built a 2110 for my dunebuggy. It had an Okrassa Crank, Rimco machined case, Porsche rods and Cima Pistons.
At that time a fellow named Fumio was the premier cylinder head guy in So. Calif.
He prepared a set of heads that were ported polished oversise valves etc etc. I had a pair of tall manifolds and Weber 48 IDA's Compression as about 10 to 1 and with stock rocers, I ran an Engle W125. On the dyno it produced 202 HP at 5,900 RPM's
Interestingly enough, the W 125 worked pefectly, and idled well. When you stepped on the accelerator, the engine reved up like a chain saw.
At that time a fellow named Fumio was the premier cylinder head guy in So. Calif.
He prepared a set of heads that were ported polished oversise valves etc etc. I had a pair of tall manifolds and Weber 48 IDA's Compression as about 10 to 1 and with stock rocers, I ran an Engle W125. On the dyno it produced 202 HP at 5,900 RPM's
Interestingly enough, the W 125 worked pefectly, and idled well. When you stepped on the accelerator, the engine reved up like a chain saw.
Wow...Fumio, the old school VW head guru.....
Ricardo, the last I heard, he was still in business but all he does now is powder coating
Is that right? I understood he was still doing sporadic headwork...AT A PRICE!!!