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SCHRICK Tuning Camshafts for BMW 745i M102 and M106 Turbo engines and for BMW M30 engines

As so many BMW owners have asked for Tuning Camshafts for their cars we have now added German Schrick tuning camshafts to our product range. Note that we have not yet installed these to any of our cars, so we do not have any practical experience of the use.

Below is a summary written by Schrick, which will give you some ideas what to expect. Furthermore we recommend you to contact other experts who are familiar in tuning with camshafts if you require additional information. Anyway, Schrick is one of the top camshaft manufacturers in the world and their products are widely used from street cars to all levels of racing cars.

These selected cams can be installed into these engines using standard valve springs and valve spring retainers.

Price: 495 €
Country Of Origin: Germany
Warranty: 1 year without kilometer limitation.

Tuning Camshafts for BMW M102, M106 and M30 6 Cyl. 2 Valve (2.8 - 3.5 l) Engines
Part. No.
Cam lift
(Valve lift)
I/A [mm]
Duration ° CRA
Peak Timing
Valve timing
Valve lift
at TDC
LJ 022 01 820-00
0,25/ 0,25
Distributor drive, not for Motronic, without fuel pump drive

M2 022 01 840-04

0,25/ 0,25
Motronic 2 (9/83 -); without fuel pump drive
M1 022 01 840-01
0,25/ 0,25
Motronic 1 (-9/83); without fuel pump drive

1) LJ 022 01 820-00 is for 745i 3.2 l L-Jetronic M102 and for all other non-Motronic M30 engines
2) M2 022 01 840-04 is for 745i 3.4 l Motronic M106 and for all other M30 Motronic 2 engines (from 09/83 onwards)
3) M1 022 01 840-01 is for early M30 Motronic engines, which did not have electronically controlled idle.
4) Standard Duration in 745i engines is 264°.

We can supply Schrick tuning camshafts also for following other BMW engines:
M10, M20, M88, S38, S14, M40, M70, M42, M43, M50, M52, M52 TU, M54, S54, S62, R 259, S50 and S52.

And for a wide range of other car models. Check full list here.

Camshaft kits and accessories are also available. Please send us an email for additional information.

Summary written by Schrick:

Tuners and engine builders will find in this catalog a selection of the camshafts and other engine performance parts that we have in stock, or can deliver on short notice.

What is the difference between
a Sport- and Standard camshaft?

Standard camshafts offers a good compromise between the daily requirements from an automotive engine: sustained high speed on open roads, smooth engine idle at low rpm and low exhaust emissions.

If the importance of one or more of these parameters are reduced, the camshaft can be designed to function better in the remaining parameters.

Racing camshafts offers a substantial power increase at high rpm. Engine idle at low rpm is not possible anymore.

Sport camshafts inrease the valve lift, valve opening duration and the inlet/outlet valve overlap. This improves the cylinder filling at high rpm. Engine idle at low rpm becomes erratic, due to the mixing of intake air and exhaust gasses. (see: ”Which camshafts are good for Street-tuning?“ and ”What is the Swing-boost effect?“)

Why are SCHRICK camshafts so special?
* They are manufactured by highly qualified specialists, who also supply the automotive industry.

* They are machined to precise tolerances, using the latest CNC machines.

* They are usually made from expensive, extremely wearresistant ” chilled“ cast-iron.
* Warranty: 1 year without kilometer limitation.

* The only manufacturer to design
camshafts with the ”Swing-boost“ effect.

What is the ”Swing-boost“ effect?
After long experimental- and test procedures, we have developed a method of high acceleration to the inlet- and exhaust valves. This causes an intensive resonance amplification of the gas column in the inlet tract, resulting in a very good cylinder filling.

The difference to other manufacturer’s camshafts: We reach similar or better max. power figures, but with much smaller opening durations.

Smaller opening durations means
substantially better torque delivery in the mid- to lower rpm range and a smoother, stable engine idle.

Which camshafts are good for Street-tuning?

If the vehicle is intended for normal street use, i.e. with a stable engine idle and the ability to pass an emissions test (idle to lower rpm range), it is important to consider a small valve lift at TDC. The table gives a guideline for valve lift at TDC.

2 Valve engines with solid lifters
2.3 mm

4 Valve engines with solid lifters
1.5 mm

2 Valve engines with hydraulic lifters 1.9 mm

4 Valve engines with hydraulic lifters 1.1 mm

When these values are exceeded, the engine idle will become increasingly unstable and the torque delivery in the lower rpm range will be noticably weaker.

Camshafts with larger valve durations, and a resulting higher valve lift at TDC, should only be considered for racing applications, or when each cylinder have it’s own butterfly valve i.e. 2 twin-choke carburettors on a 4 cylinder engine.

We have to point out that technical changes to an engine voids the vehicle’s type approval.

What precaution must be taken with valve springs?
When we recommend the use of special valve springs, it is advisable to do so. SCHRICK camshafts usually have an increased valve lift.

If the standard valve springs are used, it is important to increase the spring’s installed height, so that the increased lift will not overly compress the valve springs (possibly causing spring breakage or unacceptable cam/follower loads).

When we do not list your required camshaft?
We have several possibilities to help you:

1. We grind your required profile on a camshaft blank. The machine set-up cost will be added to the price of a comparable camshaft.

2. We re-grind your standard camshaft to your required profile (see: ”What is re-grinding?“).

3. We can machine a camshaft from billet steel (single piece or smallbatch production). We would be glad to help and advise you on your specific application.

What is re-grinding?

Re-grinding is the process where the cam lobes of an existing camshaft, e.g. standard camshaft, are ground to a new cam lobe
profile. Sport camshaft lobes are usually thicker and higher than standard lobes, due to the requirement for increased valve lift and - opening duration.

The following sketch shows that it is still possible to grind a sport cam lobe profile on a standard cam lobe. It also shows that the cam lobe base circle is smaller than before.
This reduction have to be compensated by either using valve lash caps or valves with longer stems.

Explaining the listed technical

Valve timing and valve opening durations are shown minus the ramps.

Valve timing is shown as IO (Inlet
opens in °Crankshaft before TDC), IC (Inlet closes in °Crankshaft after BDC), EO (Exhaust opens in ° Crankshaft before BDC) and EC (Exhaust closes in °Crankshaft after TDC).

Peak timing is shown as °Crankshaft and defines the angle between the gas exchange TDC and the lobe center line of the inlet- or exhaust valves.

All valve lift figures are shown without deduction of valve lash, i.e. the actual valve lift is the stated valve lift minus the valve lash.

Since engines with hydraulic lifters have no valve lash, the stated valve lift is also the actual valve lift.

Valve lift at TDC is also shown without deduction of valve lash, i.e. the actual valve lift at TDC is the stated lift minus the valve lash.

The graph shows the valve opening duration and valve lift curve for Standard- and Sport camshafts. It also shows the important differences in inlet/exhaust valve overlap and valve lift at TDC.

General note
All products in this catalog (except advertising material) are only available through the automotors trade.

This catalog supersedes all previous
catalogs. Part specifications and prices subject to change.