In 1966 David Newman commenced grinding performance camshafts on a Churchill cam grinder that he modified for non-production camshaft manufacture. One of the first camshafts that he ground was for the Competition Department of the Rootes Motor company, now Peugeot, grinding Hillman Hunter and Imp competition camshafts.

From here with a massive increase in demand Newman cams expanded there facilities and thereby there product range producing replacement, one-off and high performance camshafts for a multitude of applications.

With the notorious problems with OHC designs wearing more than they should, Newman cams produced a range of chilled iron camshafts that were much more wear resistant to counter this problem.

One of these OHC designs belongs to the trusty CVH engine as found in a large majority of Fords's earlier Fiestas, Orions and Escorts, Namely the RS Turbo, XR2(i) and XR3(i) in performance form.

After experiencing a few problems with VERY premature cam wear with another main cam producer I decided to speak to the people at Newman.

After a few phone calls I decided to make a trip over to Newman cams, who are based in Kent. After a brief look about and chat with one of the founders sons I decided to order a cam kit.

After my visit several things struck me in particular. These were that they are really proud of their products, they make sure you know what you want to know and they are more than happy to answer any questions you may have. This alone filled me with confidence and certainly helped me decide upon my purchase.

Newman Phase 3 Cam fitted to: 1596cc CVH rebuilt and overbored to 1646cc (+1mm) , Specialised Stage 2 Big Valve Head and skimmed 20 thou, Magnex manifold and system, Weber twin 40 DCOEs

As can be seen above the kit comes in a stylish box and contains, cam, double valve springs, valve caps and followers all of Newman's design and construction.

This cam uses Newmans own solid lifters which you gap up within Newmans given tolerances before fitting in the head. This is the most tedious part of the installation, and despite a few curses (aimed at me) Dean at Shepherds (01245 477999) got them in and running no problem.

Due to the way solid lifters work the engine is more noisey from a "tappety" point of view but that is only to be expected, the benefits of being able to rev the car further and harder make up for this, and using twin 40 carbs as I do, means I am used to a loud engine anyway.

The cam is only set roughly at the moment and the ignition has not been played with so the ultimate gains are not to be had yet, but even in its current state it feels very impressive.

A Rolling Road appointment has been booked with a very reputable firm, so more information and figures will follow shortly, watch this space.

Cam Specifications - A comparison of figures

The table below shows previous Cam and Carb modifications and there respective power gains. All figures were recorded at the wheels and were carried out at the same rolling road.

Flywheel figures are given with an approximate transimission loss of 15%.