We are the largest vendor of Bullet 2V cams for a reason.  We offer the best designs with no fear of telling you their specs, they are the safest for your motor and valve train as well as make great power, we have the most complete selection available anywhere, and most importantly we have the experience in actually using and installing them!

Please see the various listings below!

Here is a FAQ on the 2V cam designs for the detailed questions

Cam bolts

Pair of 10mm stock $15.00 Pair of 12mm stock $15.00 Pair of 12mm ARP $45.00 Set of four bolts 10mm stock $30.00 Set of four bolts 12mm stock $30.00 Set of four bolts 12mm ARP $90.00

Flat rate shipping of $10 on all orders to lower 48 states!

New OEM or ARP cam bolts for either stock or aftermarket cams.  ALL of the aftermarket cam suppliers have stopped including new bolts with the cams we have found.  Stock cams 99 and newer use 10mm bolts, stock cams 98 and older use 12mm bolts.  All Bullet cams and most aftermarket cams use 12mm bolts.  We give you the options to get whatever you need.

2V Cam gear kit and parts

Complete with all new parts $89.00 Complete with all used parts $49.00 New pair of 12mm bolts only - as used on all aftermarket cams $15.00 New pair of 10mm bolts only - used on stock 01 and newer PI cams $15.00

Flat rate shipping of $10 on all orders to lower 48 states!

OEM Ford cam gears, spacers, washers, and bolts.  You can get either a new kit or a used kit.  I have never seen a worn cam gear myself, and the bolts are good for more than one reuse.  If you have a 99-00 Mustang or any 2V truck you need this kit to install any aftermarket set of cams.

2V Cam Degree Service

MHS supplies OEM cams gears $149.00 Customer supplies cam gears $129.00 TFS adjustable crank gears (required with OEM cam gears) $50.00 MHS supplied Cloyes gears $495.00

Flat rate shipping of $10 on all orders to lower 48 states!

It doesn't matter who ground the cam the advance/retard degree is off spec 90% of the time.  We offer a complete cam degree service for those interested.  Please go to this page for more information.  While it is better to degree on your own engine, it has been found that our service is usually within + or - 1 degree of what you will find on your engine.

4.6 PI motors with stock pistons has severe intake valve to piston clearance problems.  If using the stock heads only the Torquer, Stage 1, and Stage 2 cams will fit safely.  All larger cams require either modified intake valves and/or piston notches.  These are street and mild strip (less than 7000RPM) cams designed for 4.6 engines with PI heads and all stock pistons.  If you have a PI headswapped NPI engine, this is where to look for your cam.  For larger cams than this please see the next listings.  The exhaust duration is made shorter on PI head NA cams as the exhaust port be it stock or ported is highly overactive compared to the PI intake port.  All of these cams can use the stock valve springs.  We recommend the OEM plastic PI intake, Bullet, P-51, or HPS for these cams.

These are street and mild strip cams designed for 5.4 engines with PI heads.  All of these cams can use the stock valve springs.  5.4 PI motors have much more freedom with designing a NA cam as the piston to valve clearance is a full 0.1" larger than a stock 4.6 PI motor, so these are slightly different than their 4.6 counterparts.

For 4.6 applications all of these cams require intake valve notching of the piston and cams larger than Stage 5 will require exhaust valve notching as well.  Aftermarket springs are required at this point.  Street/strip and race only engines trying to shift no higher than 7000-7500RPM should use the OEM plastic PI intake with these cams.  The best power gains will be found with either the Edelbrock, Logan, or TFS intake with these cams, but the RPM will start getting up there.

NPI heads have different needs than PI heads so we offer NPI specific cams.  NPI heads have much more piston to valve clearance than a PI engine, this allows more freedom in camshaft design.  They have more restricted exhaust ports so the exhaust duration is made longer to compensate.  The 525 intake lift cams will work on stock NPI heads, the 550 lift version will need raised retainers on the intake valves or other modification to work.  The Stage 3 and larger require upgraded valve springs.

Once under heavy boost and/or nitrous the various heads and shortblocks need close to the same cam specification.  The larger big bore, stroker, and 5.4 based engines can use the next size cam bigger than a 4.6 based motor.  If you look closely the exhaust centerline has been advanced considerably to help blowdown the cylinder and release as much heat as possible.  Stage 1 and Stage 2 cams can use the stock springs, all larger cams require upgraded springs.

Stage 1 and Stage 2 Nitrous only cams are designed for the stock plastic PI  intake and up to a 150 shot.  Stage 2.5 and larger Nitrous only cams are designed specifically for the Edelbrock intake and nitrous use up to about a 250-300 shot.  Higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more at a cost of some NA power.  We can make the LSA wider for no additional cost if desired.  The Edelbrock prefers a very early intake opening point, slightly tighter LSA, has a raised plenum that is not prone to fuel puddle, and allows the use of the popular Holley 4150 sized nitrous plate system when combined with our custom intake elbow.  This is one place to be more conservative than normal when it comes to cam sizing.

Stage 1 and Stage 2 Turbo cams will work with the stock valve springs up to about 8lbs of boost.  Above that aftermarket springs are required.  Our Stage 2 Turbo cam has made 700RWHP on the stock plastic intake with a single 70mm turbo and 22lbs of boost.  This is one place to be more conservative than normal when it comes to cam sizing.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads. TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.  Stage 2.5 and larger Nitrous only cams are designed specifically for the Edelbrock intake and nitrous use up to about a 250-300 shot.  Higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more at a cost of some NA power.  We can make the LSA wider for no additional cost if desired.  The Edelbrock prefers a very early intake opening point, slightly tighter LSA, has a raised plenum that is not prone to fuel puddle, and allows the use of the popular Holley 4150 sized nitrous plate system when combined with our custom intake elbow.  This is one place to be more conservative than normal when it comes to cam sizing.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.

Ideal cam for Eaton, roots, P1SC, Procharger P600B, and Vortech S-trim that want midrange.  Recommended nitrous shot 150HP.  Will work with stock valve springs.  Rough idle.

Ideal cam for Eaton, roots, P1SC, Procharger P600B, and Vortech S-trim.  Recommended nitrous shot 150HP.  Aftermarket springs recommended.  Largest blower/nitrous cam we offer for a stock 4.6 NPI head.  Rough idle.

Ideal cam for Eaton, roots, P1SC, Procharger P600B, and Vortech S-trim.  Recommended nitrous shot 150HP.  Will work with stock valve springs.  Largest blower/nitrous cam we offer for a stock 4.6 PI head.  Best cam for a daily driver that you want maximum reliability and drivability.  Mild to rough idle.

Ideal cam for P1SC that want upper HP, NOVI1200, and Vortech S-trim with more than 10lbs of boost.  Recommended nitrous shot 150HP.  Aftermarket springs required.  Modified intake valves required.  Mild to rough idle. 

Used in our 500RWHP street blower combo.

Ideal cam for P1SC that want upper HP, NOVI1200, and Vortech S-trim with more than 10lbs of boost.  Recommended nitrous shot 150HP.  Aftermarket springs required.  Piston notches required for 4.6 PI use, if you do not have notches on the 4.6 then we offer the Stage 2.5R below in this cam duration.  Good cam for a street 5.4 Lightning motor as there is still plenty of vacuum for the brakes.  For 4.6 use you should probably be on a better intake than the plastic with this cam as the RPM range is getting up there.  Rough idle.

Ideal cam for P1SC that want upper HP, NOVI1200, and Vortech S-trim with more than 10lbs of boost.  Recommended nitrous shot 150HP.  Aftermarket springs required.  Modified intake valves required for 4.6 PI use.  This is the largest blower/nitrous cam we offer that can work on a 4.6 PI without a piston notch and will shift the power band higher in RPM over the Stage 2.  For 4.6 use you should probably be on a better intake than the plastic with this cam as the RPM range is getting up there.  Rough idle.

Ideal cam for KB 2.6, D1R, F1, and YSI.  Recommended nitrous shot 175+HP.  Aftermarket springs required.  Aftermarket intake manifold recommended.  Piston notches required with a 4.6 PI combination, they are not required with either a NPI or 5.4 combination.  This is the cam usually recommended for a max effort street/strip 5.4 Lightning as going larger than this you starting losing significant intake manifold vacuum.  Very rough idle.

NMRA style cam for Real Street racing class which is limited by both lift and duration rules.

This cam is designed for a completely stock 4.6 PI engine and nitrous use up to a 150 shot.  This is the largest cam that you can safely fit in a stock 4.6 engine due to the low piston to valve clearance.

This cam is designed for a 4.6 PI engine and nitrous use up to a 150shot.  This design is for a 4.6 PI that still has the stock bottom end and modified or aftermarket intake valves with stock or ported heads.

This cam is designed for the Edelbrock intake and nitrous use up to about a 200 shot, higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more.  We can make the LSA wider for no additional cost if desired.  Aftermarket springs, piston notches, ported heads and longtube headers required.  RPM peak is 6800-7000+ on nitrous.

This cam is designed for the Edelbrock intake and nitrous use up to about a 250 shot, higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more.  We can make the LSA wider for no additional cost if desired.  Aftermarket springs, piston notches, ported heads. and longtube headers required.  RPM peak is 7000-7500+ on nitrous.

This cam is designed for the Edelbrock intake and nitrous use up to about a 250 shot, higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more.  We can make the LSA wider for no additional cost if desired.  Aftermarket springs, piston notches, ported heads. and longtube headers required.  RPM peak is 7100-7700+ on nitrous.

This cam is designed for the Edelbrock intake and nitrous use up to about a 250 shot, higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more.  We can make the LSA wider for no additional cost if desired.  Aftermarket springs, piston notches, ported heads. and longtube headers required.  RPM peak is 7200-8000+ on nitrous.

This cam is designed for the Edelbrock intake and nitrous use up to about a 250 shot, higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more.  We can make the LSA wider for no additional cost if desired.  Aftermarket springs, piston notches, ported heads. and longtube headers required.  RPM peak is 7500-8000+ on nitrous.

NMRA style cam for Real Street racing class which is limited by both lift and duration rules.

This cam is designed specifically for 70MM and smaller single turbo systems, and will help with quicker spooling and lower the turbo lag.  It is highly recommended to replace the valve springs with this cam and any turbo system over 6PSI.  This is a good cam to use for a single turbo street car that you want the least amount of lag possible.

This cam is designed specifically for 75MM and smaller single turbo systems, and will help with quicker spooling and lower the turbo lag.  It is highly recommended to replace the valve springs with this cam and any turbo system over 6PSI.  With a stock plastic intake the shift point will be around 6500RPM, with the Edelbrock it will be around 7000RPM. 

This is the cam that was used in our default 600RWHP combo.

This cam is designed specifically for 65MM - 80MM single turbo and dual smaller turbo systems that want higher HP and will trade some lower end lag.  Modified intake valve required for the 4.6 PI.  Aftermarket valve springs required.  This is the cam for 7000-7500RPM shifts.

This cam is designed specifically for 75MM and larger single turbo systems, and dual turbo systems.  This is a higher RPM cam and will have more low RPM turbo lag than our Stage 2 and Stage 2.5 TURBO cams.  This cam is intended for use with ported heads, aftermarket intake, and higher 7500+RPM builds.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.  TFS also advance/retard differently than PI heads with the same cams, one head will advance slightly and the other will retard.  You should definitely cam degree all cams for TFS heads.  You can use the stock lighter spec TFS springs up to 7500RPM NA, above that higher seat pressure springs are highly recommended.

Please contact us if you have any questions on choosing the correct cam for your application.

Good cam for heavy chassis such as Tbird/Cougar/Crown Victoria/Marquis/Town Car. 

Good cam for mainly street driven Mustang.  Minimum torque converter of 3000 recommended. 

Good cam for street/strip.  Minimum torque converter of 3500 recommended. 

Good cam for street/strip with the strip highly emphasized.  Minimum torque converter of 4000 recommended.  Ed Justin ran the prototype specs of this cam to a mid 11 at 116MPH in a daily driver automatic Mustang. 

This is getting race only quickly as once you change the intake from the plastic PI to any of the good aftermarket ones you start looking at 7000-7500 minimum shift points with this cam on the TFS heads.

This is getting race only quickly as once you change the intake from the plastic PI to any of the good aftermarket ones you start looking at 7250-7700 minimum shift points with this cam on the TFS heads.

This is getting race only quickly as once you change the intake from the plastic PI to any of the good aftermarket ones you start looking at 7500-7900 minimum shift points with this cam on the TFS heads.

This is getting race only quickly as once you change the intake from the plastic PI to any of the good aftermarket ones you start looking at 7700+ minimum shift points with this cam on the TFS heads.

Race only, 8000+ RPM capable.

Race only, 8500+ RPM capable.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.  TFS also advance/retard differently than PI heads with the same cams, one head will advance slightly and the other will retard.  You should definitely cam degree all cams for TFS heads.  You can use the stock lighter spec TFS springs up to 7000RPM at 15lbs of boost with no more than the Stage 2 Blower/Nitrous, above that higher seat pressure springs are highly recommended.

Please contact us if you have any questions on choosing the correct cam for your application.

The TFS 2V heads are slightly different with what is needed for a cam grind. Even though some of the cam specs are the same as the NPI/PI specs these cams are ground specifically for TFS heads.  TFS prefer durations closer to a NPI head and valve lifts closer to a PI head.  TFS also advance/retard differently than PI heads with the same cams, one head will advance slightly and the other will retard.  You should definitely cam degree all cams for TFS heads.  You can use the stock lighter spec TFS springs up to 7000RPM with no more than the Stage 2 Nitrous only, above that higher seat pressure springs are highly recommended.  Stage 2.5 and larger Nitrous only cams are designed specifically for the Edelbrock intake and nitrous use up to about a 250-300 shot.  Higher nitrous levels than this usually require more exhaust lobe advance (wider LSA) to blow down the cylinder more at a cost of some NA power.  We can make the LSA wider for no additional cost if desired.  The Edelbrock prefers a very early intake opening point, slightly tighter LSA, has a raised plenum that is not prone to fuel puddle, and allows the use of the popular Holley 4150 sized nitrous plate system when combined with our custom intake elbow.  This is one place to be more conservative than normal when it comes to cam sizing.

Please contact us if you have any questions on choosing the correct cam for your application.

Cam bolts

Pair of 10mm stock $15.00 Pair of 12mm stock $15.00 Pair of 12mm ARP $45.00 Set of four bolts 10mm stock $30.00 Set of four bolts 12mm stock $30.00 Set of four bolts 12mm ARP $90.00

Flat rate shipping of $10 on all orders to lower 48 states!

New OEM or ARP cam bolts for either stock or aftermarket cams.  ALL of the aftermarket cam suppliers have stopped including new bolts with the cams we have found.  Stock cams 99 and newer use 10mm bolts, stock cams 98 and older use 12mm bolts.  All Bullet cams and most aftermarket cams use 12mm bolts.  We give you the options to get whatever you need.