Lotus Elan

QED 420 MOP Setup Recommendations

PostPost by: 1owner69Elan » Sun May 03, 2020 8:16 pm

rgh0 wrote:From those who have Dave Vegher built engines I would be interested to know what timing he used on your cams and what cams he used as i have not seen data from his recommendations


Specifications on my Dave Vegher 1700 twincam. This engine was built for the street, not like most of Dave's race motors.

Kent brand. I don't know the part number. (I believe these were recommended by Tony Ingram as a good high performance street cam)
0.44" lift
Duration: 250 deg @ .050" lift
MOP: 105 on the intake, 107 on the exhaust
Intake: 1.625"
Exhaust: 1.375"
Weber 40's
32 mm chokes
Airbox: Oversize custom Weber box with cold air trunking (Standard airbox robbed 7 hp)
Exhaust: TTR Extra Large Bore Race System
Head: SAS new Weber casting. Street ports, although Dave increased these, as well as other head "tweaks", from as delivered.
CR: 10.3 : 1
Pump gas (91 octane, (R+M)/2

Result: 181 hp @6900 / 143 lb-ft @ 5100
Torque relatively flat, shown on dyno.
dyno Vegher.jpg and
Lotus TC Dyno.jpg and
'69 Elan S4 SE
Street 181 BHP
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PostPost by: rgh0 » Sun May 03, 2020 8:46 pm

Thanks for that data. That Kent cam is very similar to the McCoy .44 lift cam i have used with similar MOP timing. While seat to seat duration and total lift are not the total determinants of a cams performance they tell you 70% of what it will be like. Duration for lift at .050 inch and 0.200 inch lift checking points tell you a bit more and area under the lift curve ( inch degrees) at these points tells you a bit more.

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PostPost by: Pfreen » Mon May 04, 2020 11:24 am

Wow 1owner69elan!

That is one impressive engine. I’ll bet 99% of twincam owners who want a street engine are jealous. I am.
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PostPost by: knockoffnut » Wed May 06, 2020 8:20 pm

it makes sense to set the cams for more lower end torque for a road application. When I built my twincam for my S3 Elan I played around changing offset dowels until I found a cam position that gave me a nice amount of low end torque and still lots of high end power, but as it was a road engine I definitely wanted the driveability of the low end torque. My point is it is easy (and fun :D ) to try different cam settings after the engine is built, and "trust your bum"... if it feels right then it is right. :wink:
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PostPost by: vstibbard » Fri Jun 25, 2021 9:55 pm

My experience back in the 80's with my S4SE DHC (MJY740J) which was delivered from factory with the Stromberg head with big valves and D types (Sprint) cams, I had Ed Winter rebuild and port the head and Ken Snailham (WED) built up the bottom end and ran engine in dyno, then did final set up, it had 10.3:1 comp, with some tweaking of timing and bob weight springs, richer needles, it had twin muffler exhaust, this engine produced 128bhp with similar torque to a Sprint.

Only element missing was the carb sound!!

On balance I had performance and when touring in France to LE Mans's and Med I'd get 40miles/gallon and on motorways mid to high 30's!!
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PostPost by: Billmack » Sat Jun 26, 2021 5:23 pm

There is really no substitute for running your actual motor on the dyno. A few days of testing scientifically managed will tell you a lot. Of course you can also wear out your engine a lot.
Had an elan come and go in my shop with one high lift cam on the intake side and a sprint like cam on the exhaust. Really nice running engine for street use. I' m told it did something in the 150's on the dyno a couple rebuilds ago. I was impressed with the tractability and how it really flew out of a corner.
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