"LET IT BREATHE"

The 6.0 and 6.4 Power Stroke engines are designed with heavy emissions controls in mind. This means that the camshafts aren't designed to take full advantage of the air flow the heads can produce. They are designed to reduce emissions by keeping some exhaust gas in the cylinders. This is one of the reasons it is so hard to spool up a non-vgt turbo on your Power Stroke.

Colt Cams has worked with numerous performance shops over the years to perfect a suitable upgrade that not only performs better, but is reliable. These cams will help reduce EGT's (by getting the exhaust out of the cylinder and new air in), improve horsepower, improve the engine's performance throughout the entire rpm range (yes, you guessed it, by getting the exhaust out of the cylinder and new air in!) and can support up to 5,000 rpms.

Stage 1: This cam is designed to take advantage of the lost opportunities the factory cam didn't seize. This regrind is a straight drop in camshaft with no modifications needed. The Stage I offers smoother idle, quicker spool up (most noticeable with a non-VGT turbo), lower egt's and better torque and horsepower. Customers usually see a slight fuel economy improvement as well. This camshaft was designed with durability in mind. This is meant from your standard work truck, to people hauling loads daily to your weekend warrior. It is a great option for everyone except the most serious of competition vehicles. (Core required)

Stage 2: NEW BILLET camshafts are also designed to be a drop in. These have a slight lift and duration increase over the Stage I but are very similar. The advantages to a Stage 2 over the Stage I are:

This is a new camshaft BILLET (with a stock base circle size) it has been heat treated 5 X deeper than stock. This is a great alternative to having to send in a used core, saving in shipping and a possible charge for welding and fixing worn lobes, and
These are new and in stock! Like the Stage I, it is a great option for everyone except the most serious of competition vehicles.

Stage 3 and Stage 4: Competition camshafts; need we say more? Call us today to get the lowdown on which one you need and what it will take to put you out front!

FORD POWER STROKE 6.0 – 6.4L Rocker ratio: INT 1.4/1 Rocker ratio: EXH: 1.42/1
PROF. I.D. #		Duration		Cam Lift	Valve Lift	Lobe Sep.	Description	List Price
PROF. I.D. #		@.050	ADV.	Cam Lift	Valve Lift	Lobe Sep.	Description	List Price
	INT.	167°		.225	.315	106	Stock 6.0 L
	EXH.	176°		.229	.325
	INT.	165°		.229	.321	105	Stock 6.4 L
	EXH.	180°		.232	.329		Stock 6.4 L
C.850.H	INT.	178°		.251	.351	107	Stage 1 - re-grind Straight drop in	$599
	EXH.	195°		.245	.348		Stage 1 - re-grind Straight drop in	$599
C.849.H	INT.	180°		.252	.353	107	Stage 2 – NEW BILLET Straight drop in	$899
	EXH.	201°		.254	.361		Stage 2 – NEW BILLET Straight drop in	$899
C.856.H	INT.	192°		.274	.384		Stage 3 – NEW BILLET Valve relief required	$949
	EXH.	209°		.280	.398	108	Stage 3 – NEW BILLET Valve relief required	$949
C.857.H	INT.	196°		.287	.402		Stage 4 – NEW BILLET Valve relief required	$1099
	EXH.	214°		.282	.400	108	Stage 4 – NEW BILLET Valve relief required	$1099

Note: 6.0 – 6.4 are interchangeable

Stage 1 - This is a regrind using the customer's core or exchange. No mods are required; it has a very smooth idle, quicker boost, lower egt’s, better torque and H.P. Fuel economy has also shown an improvement. This cam delivers almost everything a work truck or tow vehicle could ask for.

Stage 2 – This grind is very similar to Stage1 but done on a brand new steel billet; again a straight drop in. No core required.

Stage 3 and 4 - These are race cams, using a new billet, and valve relief is required.

NOTE!!!!! When we say our camshaft is a straight drop in, we mean: In almost all cases.
However, due to many contributing variances in an engine: heads planed, block decked, valve recession etc... any cam including stock, should always be checked for clearance before start up!

NOTE!!!!! When we say our camshaft is a straight drop in, we mean: In almost all cases.However, due to many contributing variances in an engine: heads planed, block decked, valve recession etc... any cam including stock, should always be checked for clearance before start up!

NOTE!!!!! When we say our camshaft is a straight drop in, we mean: In almost all cases.
However, due to many contributing variances in an engine: heads planed, block decked, valve recession etc... any cam including stock, should always be checked for clearance before start up!

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