MED ST1 CAMSHAFT KIT

It's impossible to answer without knowing the exact spec of the engine and the quality of the rebuild. However, for a rough guide, if we were to take an identical 1380cc high performance road engine with a modified head, re-worked crankshaft, single HIFF44 carburettor and 1.5:1 roller rockers, the following peak outputs could be expected: HT - 100lb.ft/100bhp, RS - 100lb.ft/106bhp, XT - 100lb.ft/112bhp.

All BMC A-Series and A-plus engines, with the exception of eight-port head conversions. Standard 850 engines do not use camshaft bearings, so you will need to line-bore the block and fit bearings to run one of these cams.

It has been done on 998 engines and 1275 Cooper S blocks with the removable tappet chest covers, as you can just about change the followers in-situ, but we wouldn't recommend it. On a regular 1275 you will not be able to change the followers without dismantling the engine.

Our camshaft profiles have all been optimised to work below 1.5:1 rockers, but it's not essential. We also supply 1.3:1 ratio rockers to cater for personal preferences and all engine builders have their own tastes. The 1.3 rockers can help to reduce emissions, which may be useful on a '90s Mini.

Ideally, yes. Our uprated road spring sets are highly recommended to remove the chance of valve bounce at higher RPM. These are available separately or as the Stage 2 camshaft kit.

It's essential; without adjusting the camshaft timing to suit the new profile, you will not be able to optimise engine performance. Stage 2 comes complete with an adjustable vernier duplex timing kit.

Yes, we typically find that the 998/1098 engines work better with a more conservative camshaft profile (less lift and duration) compared to the 1275. So if you are considering the RS profile for a 998, you may prefer the performance of the HT, for example. Generally, for the best results, step down one profile when building a small-bore engine.