Billet Roller Cams Now Available

[dwg86]

https://www.newcomerracing.com/store/p4 ... AMC.html#/

[Randy Bobandi]

Newcomer is always a step behind ol' Randy lol.

$2K for the cam, $135 for the distributor gear is aggressive! But fair play to him. We need more aftermarket support, so this is excellent.

I'll be interested in seeing his approach to getting the lifters in the block. Whether he machines the block or has a custom link bar setup on the lifters. Judging by the price of the lifters, I think he may suggest machining the block, which is what I did.

roller cam.jpg

[dwg86]

his website shows $915.00 for the cam, $1700.00 total when I add lifters and distributor gear to the cam. It's good to see any aftermarket support for these engines that have been out of production for 20 years.
I've been watching your build. pretty impressive.
I'd love to see a crossflow head. Keep the intake on the same side that it's on and run the exhaust on the passenger side and make a straight shot to mate it up to the factory exhaust. The R&D and casting process I'm sure wouldn't be cheap...and I don't have the money for that.

[amcinstaller]

I think you'd have to relocate the spark plug. There's too much needed real estate in that side with the push rods, spark plug and now exhaust as well. But it would be cool to see it

[dwg86]

I forgot about the pushrods being over on that side of the head. I was just thinking about the easiest way without having to make a new intake manifold.

[Cheromaniac]

https://www.newcomerracing.com/store/p4 ... AMC.html#/

It's a big shame they've only become available almost 20 years since the last Jeep 4.0L engine rolled off the production line.

[Randy Bobandi]

his website shows $915.00 for the cam, $1700.00 total when I add lifters and distributor gear to the cam. It's good to see any aftermarket support for these engines that have been out of production for 20 years.

Oh I see the $915 now. That's actually a great price.

I also see he mentions no machining required. They must be modifying the tie-bars on the lifters if that's the case.

I'd love to see a crossflow head. Keep the intake on the same side that it's on and run the exhaust on the passenger side and make a straight shot to mate it up to the factory exhaust. The R&D and casting process I'm sure wouldn't be cheap...and I don't have the money for that.

There's really very little advantage to crossflow over looping flow, other than the obvious heat transfer issue and manifold sealing.

Valve placement is what determines overlap efficiency. That's why hemi style and 4 valve pentroof style chambers are basically standard at this point. That's why I'm not the biggest fan of Edelbrock's Jeep head. Why go through all the work of developing and casting an aftermarket aluminum head if it's just a basic replica of the OE design? If the Edelbrock head was crossflow, yet the valve placement stayed the same, the head flow the exact same.

What we need is a hemi chamber, a twisted big block style chamber or maybe a canted valve Cleveland style chamber.

[Cheromaniac]

What we need is a hemi chamber, a twisted big block style chamber or maybe a canted valve Cleveland style chamber.

That would also require a redesigned block. Therefore why bother when there's an easier alternative in the form of a 6.4 Hemi V8 swap.

[GASnBRASS]

his website shows $915.00 for the cam, $1700.00 total when I add lifters and distributor gear to the cam. It's good to see any aftermarket support for these engines that have been out of production for 20 years.

Oh I see the $915 now. That's actually a great price.

I also see he mentions no machining required. They must be modifying the tie-bars on the lifters if that's the case.

What would be the difference between Newcomer's tie bars and 505's tie bars, which have a poor track record of self destructing?
When you say you machined the block, what specifically did you do to the lifter bores?

This is a cam upgrade I'm seriously considering, but not if it's a repeat of 505's issues.

[Randy Bobandi]

What would be the difference between Newcomer's tie bars and 505's tie bars, which have a poor track record of self destructing?
When you say you machined the block, what specifically did you do to the lifter bores?

This is a cam upgrade I'm seriously considering, but not if it's a repeat of 505's issues.

505 was grinding roller lobes onto OE cast iron cams. The issue there was obviously the dramatic difference in surface hardness between the iron cam lobe and the steel roller. The rollers would just smush a giant canal into each cam lobe.

When I refer to the tie-bars, it's simply a matter of getting the pair of lifters into the lifter bores. The Jeep block has reinforcements cast between each lifter bore. Reinforcements that engines like a Hemi or LS do not have.

jpblk.jpg

In order to install tie-bar lifters, the tie-bar design has to be modified. Either a slot in one end of the tie-bar or perhaps a different fastener, something other than the usual rivet.

Jeep-AMC-SlottedLinkBars.jpg

The other option is to machine slots through the reinforcement gussets in the block. This approach allows for easy install and removal of unmodified tie-bar lifters. Newcomer mentions no machining. So, I'm guessing the lifters he's selling have a modified link bar.

[alexfloresaz]

It has been a while since Newcomer has been taking orders on these Camshafts. Does anyone have pictures of the Lifters he is providing? I assume something similar to the Endure-X Solid Roller Lifters, part # 861-16 Style A, with the 839-L Link Bars. I am really interested, I just don't want to get burned again with expensive parts that are not good.