Camshafts & Cam Followers

This cam has a 244 degree intake and a 264 degree exhaust duration and intake valve lift of .327" with an exhaust lift of .327" with 1.25 rockers. For mild

Our most popular camshaft is now available in the rare, star drive configuration. This cam has a 244 degree intake and a 264 degree exhaust duration and intake valve lift of .327" with an exhaust lift of .327" with 1.25 rockers.

All Kent cams are ground on new wide lobe billets. New billets are rifle drilled then cross drilled to provide oil for each lobe. 254/254 degrees duration .320" valve lift

264/268 degree mild road cam for 998-1275 Minis. Ground on new European-made blank; use with standard lift rockers. A good choice for torque and economy; sold outright, no exchange.

Kent slot drive cam, ground on a new billet. Wide lobe. 260/270 degrees lift, .320"/.330" valve lift. Timing 24/56-61/29. RPM range 1000-6500. Also available in a complete kit.

Kent slot drive cam ground on a new billet, designed specifically for fuel-injected classic Mini. Select SPi or MPi.

All Kent cams are ground on new wide lobe billets. 270/280 degrees duration, .360"/.388" valve lift. Timing 29/61-66/34. RPM range 1500-7000. Slightly lumpy idle in 1275. Also

280/290 degrees duration, .388"/.400" valve lift. Timing 34/66-71/39. RPM range 2000-7500. Also available in a complete kit. Sold outright - no core charge. All Kent cams are ground on new

Kent 286 Scatter Pattern cam, ground on a new Kent blank. New blanks are rifle drilled then cross drilled to provide oil for each lobe. We recommend a drop of

Vintage Race Cam, developed by David Vizard and ground on a new cam blank for longer life. Wide lobe regound cam with slot drive. 290/300 degrees duration. Cam lift .324"/.340".

Kent reground cam in slot drive features David Vizard's phasing design. Wide lobe. 310/310 degrees duration, .420" valve lift. Timing 49/81-81/49. RPM range 4000-8500. Sold

Race camshaft as used in Mini Miglia race series, ground on a new billet. Power range 3000-7500 RPM. 0.327" lift at the cam, 283/290 degree duration intake/exhaust.

Triangular thrust plate controls fore-aft movement of the cam and keeps the timing chain in proper alignment. Should be replaced if excess movement is measured.

If you are replacing your timing chain or just doing routine maintenance, a new locktab is sure to come in handy!

Special flat nut (1-5/16" AF) for camshafts, uses 2A0759 locktab.

High torque road cam for 1275-1380 Minis, smooth idle, delivering improved power below 5000 RPM. Lift 356/354 intake/exhaust. Comparable in performance to the SW5 or 254 cams

Set of eight. Lightweight, with oil hole for improved cam lubrication. Rc 64 face hardness, precision face radius to match cam lobe taper. Manganese phosphate coated for easy break-in. Designed

Cam followers, or lifters in the U.S., should be replaced any time a camshaft is replaced. These are genuine AE brand lifters, which are superior in quality control and individually

Chilled iron cam follower designed to minimize float and jump normally seen in original cam followers which ultimately causes power loss.

Cam followers, or lifters in the U.S., should be replaced any time a camshaft is replaced. This is the standard lifter suitable for road applications. Weight 44 grams.

A tubular, chrome moly push rod is a favorite among racers, but because of the larger diameter there is frequently a clearance issue at high lift. The Fortech pushrod is

Mini engines used two (2) different length push rods for all applications. The 1275/1300cc engines used a slightly longer one than "small bore" engines.

Mini engines used two (2) different length push rods for all applications. The 850, 997, 998 and 1098cc engines used this shorter one.

Tappet chest side cover without breather for all 850-1098 engines plus Cooper S. Improved, cupped outer edge, typically used with a cork seal and hardening sealant.

Used tappet chest side cover without breather for all 850-1098 engines plus Cooper S.

To help prevent damage to catalytic converters the EPA has mandated that zinc levels be reduced in motor oils. Zinc is an important high-pressure lubricant that is needed whenever two