It took me a while to figure it out on my 186 Holden straight 6,not much education in mechanic, I did line them up, it used to cruise for a 6, all the best to yous and your loved ones
Small block Chevy's don't have priority port oiling on the cam bearings hence the oil groove cut around the journal. So, that being said you don't have to line up to the oil hole and alot of top end engine builders line up the oil hole at 9:00 so the stiffest part of the bearing is at 12 and 6 o'clock where the most pressure from the push rods and lifters etc. on the cam will occur making it a stronger bearing.
the only thing the hole does is provide oil it does not make a weak spot in the bearing. The bearing is completely backed up by its bore for radial support.
ALWAYS a good idea to first make sure the bearings are oriented in the box correctly for an engine that sees different size bearings. Verify each number is in the correct order and sharpie the journal number on the bearing. You would be amazed at how many I have caught over the years. Every once in awhile it will bite you. As for the sbc, with the groove in the housing bore, it gives the ability to clock the oil hole. In a stock engine, it won't matter. Performance and Race engines, always best to clock them. With one hole in the bearing, 3 o'clock is my go to. 2 holes, 3 and 7 o'clock. It gives a lead for the oil in the critical areas. Cams are always being pushed down in line with the lifters, towards the bottom of the journal. Putting the oil holes at 6 o'clock tends to block the oil, hence the wear pattern in the bearing. Also, clocking them will not starve oil to either cam nor main. It actually helps keep consistent oil pressure. When main galleys feed the cam in a stock block, and sees a hole in line to the journal, it doesn't build as much pressure around the bearing to feed the main bearing. When the main feed hits the back of the bearing, it helps pressure build up and forcefully feeds the main and the cam. Same holds true for the #5, the main galley feeds oil and has to pressurize the lifter galleys. Clocking the hole away forces more pressure to those galleys, and eventually the cam journal. Hope this helps.
Just a good time, watching.
Thank you ✌️
Nicely done!! Well explained 👍😁
I was patiently Waiting for to talk shop smack to you Jeff 🤣😂🤣😂
Haha!! Thank you! We have any more videos coming on building an engine 🏁🏁
I like marking the cam bearings ahead of time with a Black, Red, or Blue sharpie marker to index easier for me installing
That’s a good method too 🤜🤛
It took me a while to figure it out on my 186 Holden straight 6,not much education in mechanic, I did line them up, it used to cruise for a 6, all the best to yous and your loved ones
man I love the Holden's, wish they were here in the states! Best to you and yours too!
Good video man I like the speedway version of the cam bearing install tool.. 😎👍
Right on! Thank you! It worked pretty darn well
the best cam bearing tools are a threaded puller type tool, no hammering on the edge of a shell bearing that way.
Small block Chevy's don't have priority port oiling on the cam bearings hence the oil groove cut around the journal. So, that being said you don't have to line up to the oil hole and alot of top end engine builders line up the oil hole at 9:00 so the stiffest part of the bearing is at 12 and 6 o'clock where the most pressure from the push rods and lifters etc. on the cam will occur making it a stronger bearing.
the only thing the hole does is provide oil it does not make a weak spot in the bearing. The bearing is completely backed up by its bore for radial support.
ALWAYS a good idea to first make sure the bearings are oriented in the box correctly for an engine that sees different size bearings. Verify each number is in the correct order and sharpie the journal number on the bearing. You would be amazed at how many I have caught over the years. Every once in awhile it will bite you.
As for the sbc, with the groove in the housing bore, it gives the ability to clock the oil hole. In a stock engine, it won't matter. Performance and Race engines, always best to clock them. With one hole in the bearing, 3 o'clock is my go to. 2 holes, 3 and 7 o'clock. It gives a lead for the oil in the critical areas. Cams are always being pushed down in line with the lifters, towards the bottom of the journal. Putting the oil holes at 6 o'clock tends to block the oil, hence the wear pattern in the bearing.
Also, clocking them will not starve oil to either cam nor main. It actually helps keep consistent oil pressure. When main galleys feed the cam in a stock block, and sees a hole in line to the journal, it doesn't build as much pressure around the bearing to feed the main bearing. When the main feed hits the back of the bearing, it helps pressure build up and forcefully feeds the main and the cam. Same holds true for the #5, the main galley feeds oil and has to pressurize the lifter galleys. Clocking the hole away forces more pressure to those galleys, and eventually the cam journal. Hope this helps.
Pretty good info, thanks!
@@2HacksGarage Thank you. None of that was meant to say it was being done wrong in the video, just wanted to add my take on it. 👍
@@jrdmotorsports9718 oh I know and I appreciate the feedback
🚒👍
🏁🏁🏁🏁😎
🦈
✌️
Another tip, ditch that oring on the installer. So much nicer without it.
good tip!
Aren't you are going to mare up bearings #2,3,4,& 5 with the installation tool......to install #1 last.
Not if you are careful and have experience doing it
i use just the insert without the rod on no 1 bearing but the correct way i guess is from the back.
put them bearings in DRY
any pressfit requires a lube.
Tappty Tap Love
Hahah!! Yep!