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I've always been under the impression that replacing the stock camshaft on a U.S. 528 or 530 with a Schrick 282 or 284 grind may require timing adjustments but not much else. I'm using e21 intake runners, stock L-jetronic and Stahl long tube headers on an otherwise stock 2.8. Has anyone had to add more fuel and if so, how? And did you use oversize eccentrics? I'm having a stock cam from a 79 euro 635 csi reground to 282 specs by Schneider. Thanks!

The air flow meter measures air, and the ECU injects gas based on that and a few other things. You should be good on that. Timing? Hmmm, that's a toughie. At worst just start stock and tweak it to where it runs best. Not where it idles best, but overall. The best idle would be way too far advanced.

Thank you Mike. So what you're saying is that a performance camshaft will demand more airflow resulting in the ecu signaling the injectors to release more fuel? I'll going to use a wideband fuel/air ratio gauge and am thinking of using this distributor for fine tuning.https://www.123ignitionshop.com/gb/tune ... v-bmw.html

PatinaBeforePolish wrote: Sun Feb 23, 2025 8:17 am Thank you Mike. So what you're saying is that a performance camshaft will demand more airflow resulting in the ecu signaling the injectors to release more fuel?

Yes, for the same reason they used the same parts for 2.8 and 3.3 engines, same AFM, same injectors, same ECU, and all that has worked perfectly on the 3.5's I've built and installed.

I'll going to use a wideband fuel/air ratio gauge and am thinking of using this distributor for fine tuning.https://www.123ignitionshop.com/gb/tune ... v-bmw.html

(M30) engines that don't need a trigger pulse for injection.

Doing away with FI?

Keeping the L-Jetronic and since you mention it, L-Jet does get it's signal from the distributor. Oh well, would have been a nice way to adjust the advance.

PatinaBeforePolish wrote: Sat Feb 22, 2025 10:37 am I've always been under the impression that replacing the stock camshaft on a U.S. 528 or 530 with a Schrick 282 or 284 grind may require timing adjustments but not much else. I'm using e21 intake runners, stock L-jetronic and Stahl long tube headers on an otherwise stock 2.8. Has anyone had to add more fuel and if so, how? And did you use oversize eccentrics? I'm having a stock cam from a 79 euro 635 csi reground to 282 specs by Schneider. Thanks!

Did you get a quote from Schneider? I’m considering sending my cam down to them too for a regrind. Just curious how much that would cost. Thanks

The charge was $240 plus shipping. It waited in line for about 2 weeks then a week to do the work and ship. Really nice guys to work with and super knowledgeable.

Have you been able to install the reground cam yet? If so how’s the performance change?

Not yet. I have a spare cylinder head being refurbished that will use this cam. Will be a winter 25/26 project. I'm spending time with my beloved 78 F150 right now

Sounds good. Keep us posted!!! I’m thinking about doing a cam too.

[/quote] Did you get a quote from Schneider? I’m considering sending my cam down to them too for a regrind. Just curious how much that would cost. Thanks.quote]

In my 81 euro 635I have a 284 regrind from Schneider in my M90. I am using an oversize afm and had the head ported as well as using pistons that give me a bit more than 10:1 compression and using Motronic 1.0, Schneider provided over size eccentrics. The car dyno'd on a chassis dyno at 225RWHP and 245 torque. It was still climbing when the rev limiter kicked in. I found a conversion chart on the net which said 225 RWHP translated as 250-260 HP at the engine. I had this done a good many years ago and it took a good many years to finish the car. At that time Schneider's cost to me was around $160 including the eccentrics. I think they are around$250 now. If you don't want to go with a regrind, they can make you a new one.

The regrinding was $265 plus shipping which was about $80 but I’m on the east coast. The machine shop cost to vacuum/pressure test and deck the head plus a valve job is looking like $2k. Plus another $1k in parts like new rockers, eccentrics, seals, head bolts, etc. My how have things changed since the last m30 head I had done.

What AFM did you you use that had a larger bore? Did you keep the intake runners or use the entire Motronic intake set up? And by new eccentrics do you mean in the distributor?

^^^^ Years ago there was a fellow boring Out the afm's and also replacing the throttle plate. I haven,t seen him around for many years. I think he enlarged them between 3-4MM