and making them even lighter could only net a few grains/grams & at the compromise of strength. Feel free to venture where ya want engine-wise but I'm not up for taking on projects that can only bring HUGE liability risks and slight/subtle unmeasureable gain. Not my style... just doesn't suit me at all.

There's no bigger fan of LW than I am. But a man's GOTTA know his and/or the part he's considering's inherent limitations.

We already have the lightest cam sprockets out there and due to taper-mounting, "non keyed" sprockets, Audi also gave us fully adjustable cam sprockets stock, from the factory. My mega-dollar engine is being built for 10k+ RPMs and guess what cam sprockets I'm using on that engine? Yep! Only difference in mine is they were trued up on the lathe to their internal taper bore for "0" indicated axial/radial run-out , shell-blasted, shot-peened, cryo'd and dynamically balanced.

considering they are steel

is a forged method creating a lighter than alloyed steel or iron part that requires less post-forming machining and balancing to produce a finished part. Our sprockets have tremendous strength in their loaded axis but are VERY weak when pushed/pulled at their OD while mounted on the cams. The "spokes" shatter like glass if you attempt to get them off the cams by tapping or using a gear puller at the sprocket OD rather than nearer the center hub. BTDT!!

Only way I knew they weren't steel is by hefting them in one hand and KNOWING steel/cast iron couldn't be that light. The way I found they were powdered iron is breaking one while attempting removal off its cam with a gear puller from its outer edge and looking at the internal metal under the surface on the broken pieces.

I'm not contesting just explaining where I was coming from.