L&M Engines Update – Custom Coyote Camshafts

I have some very interesting stuff to share with you guys this time. As you know, Michael from L&M Engines is handling the build for the Twin Turbo 5.0 project. I’m sure many of you know about L&M as a great builder, but many might not know the background of the owner, Michael Rauscher. Michael is one of very few people left in the country that actually designs camshafts.

I don’t mean, coming up with specs (lift, duration etc). I’m talking about TRULY designing  lobe profiles that are his own. Michael has been doing this stuff longer than most and has such an extensive history that I don’t want to even try and explain it from memory, but take my word for it, he’s at the top of the class.

When we decided to build a 5.0 with custom cams for the twin turbos, we were more than excited because of all the possibilities. Our excitement was quickly reeled in when we found out there are NO left intake cam cores in the country and it would be awhile before they were available.

Michael took it upon himself to come up with a solution to ensure the TT car can make NMRA Bradenton with the exact setup he envisioned.

Working in conjunction with Comp Cams, Michael had the left intake cam profile  ground on an exhaust core. From there, it was up to Michael to make the changes to get it to work. Not only did the snout of the camshaft have to be modified, but probably an even bigger problem was the reluctor on the back of the camshaft. Factory cams have a press on reluctor but Comp machines these into the core as one solid piece. So Michael machined their reluctor off, and after a tremendous amount of work was able to get the stock reluctor onto this camshaft with near perfect accuracy. He had to have some fixtures made to pull this off and did this all on his own to make sure we were taken care of. Now that is some amazing service.

Here is what Michael would like to say:

I would like to thank the folks at Comp Sales and Engineering for listening
to me and grinding my design files, particularly the odd request to grind my
intake profile on an exhaust cam.
With their acceptance of my idea, L&M will be able to get this engine down
to Florida, installed and at the Bradenton race March 1.

While he was at it, he also designed his own VCT limiters so we can retain as much movement as possible. We will still have 40 degrees movement in the exhaust and 35 on the intake.