More power under the curve. That signature lope at idle. And drivability you can live with every day, because we spec the grind, build the valvetrain to survive it, and tune it on our in-house Dynojet. LS, LT, Coyote, HEMI.
A cam package isn't a part you bolt on. It's three systems that have to agree. Here's what we're actually building, and why each piece is non-negotiable.
Lift, duration, and timing decide how far your valves open, how long they stay open, and exactly when. Change the grind and you change the engine's entire personality: where the power lives, how hard it hits, and that lope at idle. Pick wrong and you either leave power on the table or kill the drivability you need every day. We match the cam to your platform, your supporting mods, and how you actually drive it.
Two ways to cam a car. The right one depends on your combo and your goals, not on what's on the shelf.
An off-the-shelf grind proven on your engine family. Shorter parts list, quicker turnaround, and predictable gains: the right call for a mild-to-wild street build.
Ground around your heads, displacement, converter, and power adder to squeeze every last bit out of a dedicated build. Where the biggest, most repeatable returns are made.
Not sure which your build wants? That's the whole point of the consultation: we spec it before a single part is ordered.
Every build leaves with a data sheet and a sound. Here's what a cam does to the curve, and to the idle.
A cam is the one upgrade you hear before you feel it. Roll up to our channel and listen to real APA builds idle.
Cammed idle · APA on YouTubeWe talk goals, platform, and budget, then spec the cam and the exact supporting parts your engine needs. No upsell, no parts that don't earn their place under your valve covers.
A clean, careful install with the valvetrain done right and everything inspected while it's open. Torqued to spec, degreed, and buttoned up by techs who cam engines every week.
Strapped to our in-house Dynojet and tuned with HP Tuners until air/fuel, timing, and idle are dialed. You leave with verified numbers and a car that behaves.
It depends on the grind, the supporting valvetrain your engine needs, and the tune, so we quote your exact build up front with no surprises. A mild drop-in street cam is a very different number than a custom grind for a boosted combo, and we lay out the whole package before any parts are ordered. Call (602) 762-4916 for a straight quote.
Yes, that's the whole point of speccing it right. A streetable grind will lope at idle and still start cold, run the AC, and behave in traffic. If you want maximum sound or maximum power, we'll tell you honestly what you trade away in drivability so you choose with your eyes open.
No. We inspect your valvetrain and quote the springs, pushrods, lifters, and timing set your build actually needs before we start. You approve the full package (parts, labor, and tune) up front, so the number you see is the number you pay.
Yes, every time. A cam changes airflow and valve events enough that your factory calibration is simply wrong for the engine now. Without a tune you get a rough idle, poor drivability, and lost power, so every APA cam package includes tuning on our in-house Dynojet.
Not when the valvetrain and tune are done right. Problems come from over-camming an engine or floating a tired spring, which is exactly why we spec supporting parts to the grind and verify everything under load on the dyno before you drive away.
We cam LS and LT GM engines, Ford Coyote, and Mopar HEMI, plus other popular platforms. Whether it's a drop-in for a street truck or a custom grind for a boosted build, we spec it for your exact combination and back it with an in-house tune.
It depends on the platform, how deep the valvetrain goes, and dyno time for the tune. We give you a realistic timeframe when you book and keep you updated. Most cam packages are a plan-to-leave-it job, not a wait-on-it.
Tell us your platform and your goals, and we'll quote the grind, the supporting parts, and the tune. APA Custom Shop, Queen Creek, AZ.