We now have a supplier (Hughes Engines) for replacement camshafts on J & Ram K engines. These are new camshafts, not regrinds. They are mechanical flat tappet camshafts and they are three bolt gear drives. This means that you will have to purchase a three bolt cam drive gear system and not reuse your old single bolt cam gear. In this way, the installer will have to correctly degree and set the camshaft to the J & Ram K factory specs.

Hughes Engines offers the cam drive as well the cams, and recommends the installation of new lifters, springs, and cam break in lubrication. Hughes offers an improved flat tappet mechanical lifter that has a small hole drilled into the face of the lifter to get oil to this critical area. They developed this lifter to help offset the damage caused by modern oils. As with any flat tappet cam and lifter system, ZDDP enhanced oils or ZDDP additives are required.

In addition to the J & Ram K cam, Hughes Engines has also reproduced the “George Cam”. Years ago, George Riehl developed a modified J & Ram K camshaft for more performance. George made the cam available through the club and many installed it. If you have questions about the differences in the standard J & Ram K cam and the "George Cam", please contact a member who has installed a “George” cam for their real world thoughts.

To order a cam/lifters/cam drive contact David Hughes at Hughes Engines, mention that you are a club member. The part numbers are as follows:

HUG-HE300JK-S for the stock J & Ram K cam
HUG-HE300JK-O for the modified J & Ram K Cam (the "George Cam")
HUG-5012EDM for the cool face solid lifter
HUG-1105 for the springs
HUG-6430 for the degree-able cam drive

Hughes Engines, Inc
23334 Wiegand Lane
Washington,IL 61571
www.hughesengines.com
Phone: (309) 745-9558
Fax: (309) 296-9990

We hope to eventually have David be our cam supplier for all of our Chrysler 300’s. He already has a huge selection of “Chrysler only” engineered camshafts specifically designed for Chrysler engines to take advantage of their larger lifter diameter and combustion chamber designs. These are not bowtie regrinds to fit the Chrysler engine, but fully engineered and tested camshafts developed by his company.

My thanks to Herb Rogers and Lynn Townsend for their support and participation on this project.

Jamie Hyde