My trick is to freeze the cam bearings, heat the block up and you can almost push the bearings in with your fingers, I used the lisle snap on universal tool for yrs and always had to debur the hit end,I actually bought the summit tool and all my bearings have went in great since. , try putting your ls bearings in the freezer , lightly heat the journal with a map gas torch. Boom push it right in, I only use the tool to center the bearing, I have a the exact milled round bar and I cut 400 grit to fit around my bar, its the perfect size with the paper installed, I then slide the bar in and out the back and I get s perfect hone every time, in the end I can spin the cam with my pinky , I used to struggle with dented bearings, I also bought 2 summit tools and cut half the bar off, I also made a expandable end so I don't have to hold it in place, its made cam bearing install a piece of cake for me
I had a #3 cam bearing walkout on a 2007 lq4 and loose oil pressure. I used a little green bearing mount on a new bearing and 150,000 miles later were still good.
I can already tell this is going to be an awesome channel! Keep it up! Edit: HUGE LS fanboy and still watched to the end, gotta learn how to make mine suck less lol
I have the hammer in style tool specifically for the Ls. I do exactly what you do and check each bearing before slamming them all in and finding out it doesn’t fit because I have gone through the same dilemma. Me being a machinist by trade noticed the same inconsistency with the tunnel looks like they cut it out with a rock on some and some look good and smooth. Good video!
Factory #3 is so common to come out. They are a wound puzzle piece and they get some wear to them and slide on out. Those Clevite's are the best option since they are full circle. You can take a deburring tool to shave the edges of the bearings so they accept the cam a little easier.
That ending though, buddy you’re willingness to just be honest and say it the way you see it is what’s going to keep you connected the the every day guy!!
Good information. GM didn’t make the LS for rebuilding in mind. I think they just want to mass produce to save time and cost. It’s up t the rebuilder to correct the issues. Sign of the times. I have seen in other industries, the finishes on certain surfaces aren’t machined as smooth to save time. Not saying it is for the best, as we all know, things aren’t what they used to be.
Not taking anything away from them or their video, Im sure its great. You're right, but if someone doesn't already know that the bearings are numbered to correspond to the correct journal (on stock production blocks), they probably shouldn't be doing the install.
Good video. Nice work. I have had my share of LS cam bearings. It really is a shame the the Machinist/engine builder has to deal with this. While the LS Customers denying that it is an issue. Last 3 I did, number 3 cam bearing was spun out. Just subscribed to your channel. Have a great week.👍
Brother, after 25 years of taking care of the family and not working on cars except maintaining my cars. This past year has taught me a lot about Ls engines. I am working on my first Ls3 swap. In a 03' Crown Vic Police Interceptor. Good deal about your new shop. Good luck.
Didn’t hear you mention that “1”, “2&5”, “3&4” are specifically for their bore, “different sizes”! Not insinuating you don’t know but thought it would be worth mentioning for viewers. I look forward to more content!✌️🤘
Great info! I have both LS and LT. I have a turbocharged gen 2 in a 94 Camaro, a 6.0 gen 3 in an 07 Canyon, and a 6.0 gen 4 in a 09 G8. Most of my problems went away in my LT1 when I got rid of the opti. But I still have some issues with the cooling system. Other than that it’s survived many years of abuse. I’m just afraid to turn up the boost on SBE.
I am by any means an LS fanboy. Even have the right car....4th gen Camaro with an LS1😂 RSM brought me here. Keep up your good work! As an mechanic,that's what I like to see.
I read the replies, but look forward to how you did the actual fix. I have a Gen III 6L from a late model Chevy express van that needs cam bearings. I bought the Summit Racing tool and some durabond bearings based on the year of the block. I haven't attempted it yet, trying to learn as much as I can before going full send. The engine had barely 100K miles, exhibited low oil pressure. #3 cam bearing was spinning in the cam journal when I partially tore it down. I'm looking to refresh it for my Silverado, add a cam + ported heads.
I've never paid attention to the chamfer in the block and that one that goes in the other way is the one I've always had issues with actually the same one I think you had problems with on the original set. Cam bearings are probably the biggest pains on these things. Thank You.
Thanks B & R Racing 🥝✔️ He brought me here. I grew up around Windsors and Clevelands. So its really different when you have access to proper engines that dont have thinwall casting problems and cracked cam bearing housings. Chevy and GM Powertrain, they do most things right from Day One compared to some Other non GM Guberments Small Blocks ..
Yes he did. He said a 25 bearing fits most blocks, which means there are other bearings for others. (There are actually 3 that I know of.) The reason he didn't tell you which blocks need a 10 bearing is because nobody can really tell you that. Everytime you establish a rule for that, you'll come across an oddball block that uses the opposite of whatever you bought and expected it to be, so "Most all the stuff worth messing with uses a 25 bearing and when that is the wrong size, you'll likely need a 10 bearing."
While I was refreshing the 280k mile 5.3 in my Tahoe a CHUNK of the front cam bearing fell off. I left that bearing in there 😆 that was 30k miles ago and it’s still running just fine lol.
So we can line-hone the cam bores, I hadn't thought about that until watching this. Thanks! I suppose we could chamfer those edges better without any damage as well.
Finally Someone willing to call out all the fallacies of the LS engines. And this is the only video I’ve ever seen, that goes into detail why the cam bearings do what they do in an LS engine. I’ve learned a lot from this video very educational. I do favor the Gen 1 small block over the LS. but I do think the LS is a good engine for what it is ,,, pull one out of a junkyard to make cheap horsepower, but as you said, only to a point , keep the videos coming ! Because no one else dares to say anything bad about an LS engine, everyone can learn from constant like this to build a better LS engine.
I'm a pretty big fan of LS stuff but I'm also not retarded timing enough that I can't listen to someone's argument. Personally, I think most people are ignorant and don't realize that every single engine in existence has pros and cons and every engine even has major cons (yes, even coyotes. Maybe even especially coyotes!). The oiling system on a stock LS is trash! I'm not a fan of comparing LS stuff to SBC stuff but since that's kinda how the video is laid out, I can say that even though I know it's very possible, I've never had an issue with a SBC that was caused by the oiling system. Funny enough, almost every LS engine failure is caused by the oiling system, namely cam bearings and 99% of the time people never realize it. They just think that they hurt it with boost or timing despite the fact that the oil pressure was always trash and it wore out rocker tips & pushrods, they never see the mains bc they don't fix them, they just get another one & LS guys will spend 6 months getting a short block gapped, studded, assembled & never realize cam bearings would've taken 9 more minutes and resulted in an engine that lasted more than 3 trips to the track. Glad you're on UA-cam! Excited for future vids! (Sorry for post length)
It's also my understanding that the old-school small block Chevy far excells the LS and Ford engines because the LS and Ford engines blow head gaskets too easily under extreme demands/pressures/racing. This is thanks to the old-school SBC having 5 head bolts per cylinder, instead of only 4 head bolts per cylinder like the LS and Ford.
Thanks for the information, I've got an 93 LT1 and 2007 LS, so no bias,. Question, if the original bearings were showing copper as a result of GM's fix for misaligned cam bearings as a result of poor tunnel machining how come replacing them with new bearings ( assume same dimensions as GM parts ) fixed the issue.? You mentioned ball honing, did you do it prior to installing the new bearings? What's your thought using a 3 stone hone VS Ball, you can get small engine sizes and I think if you held it center keeping the stones parallel, tiny stroke, might work. Thanks, Jim
I definitely give LS engines credit where it's due. On the other hand my lil ol 94 Camaro with simple bolt ons, a built trans and custom tune walked almost every LS it ever met in Mexico lol. Good video, definitely looking forward to some gen 2 knowhow and tips in the future. 👍🇺🇸🦅
There are some adults who actually like most American V8’s (me) but I do not work on them for a living or I’m sure I would be whining too. You and your car are badass dude. What a bad ass car and awesome driving too 💯
Thanks! I do like all types of cars and engines as well. I made a living by building and tuning LS stuff for many years, but the SBC/LT stuff had been an awesome change of pace. I don't think the Grubbworm would be as popular as it is if it were LS. I play the LT/SBC vs LS card every chance I can get 😄.
You can't do a video for gen1 and gen2 boosted applications because there are only 10,374,528 other factors that will change the timing curve drastically. In fact, build two of the exact same engine and you still have to read plugs to see what each of them need and they are all different. Not to mention bringing vehicle weight, converter coupling, etc, etc and if you're thinking that gen1 and gen2 SBC's will need the same timing, think again. Best way is learn how to tune an engine (same procedure for all engines,BTW) based on what it needs, trying to copy internet ignition curves is not going get you very far.
@Headsup9550 I'm aware of the, but there are ball park figures, and going over reading plugs, AFR, and ramp rates for types of tracks etc... much information can be covered.
Why I hate the ls? Got me hooked lol! I was checking out brands engine and he was pinning the ls cam bearings, also think he had a mod he’d do the bearing for that second hole, think he put a groove in the back of the bearing so Oil would flow around it and help support the van as the valve train was pushing down on it, I can’t remember exactly. It’s hard to remember all the things you learn watching other people’s tips and tricks when you don’t apply it every day. Keep the videos coming, the grub worm is a bad bitch!
I feel your pain brother. I HATE LS cam bearings! And I do em every day...and I do em the same way...except I still beat em in with a Dura Bond cam bearing tool. I've been thinking about buying the BHJ tool, But DAYUM it's spensive! I've done so many small block cam bearings over the last 38 years that I could do em sleeping in my underwear lol JS. But your right LS cam tunnels are horrible. And don't feel bad about the dingle berry hone, I do the same thing. Furthermore I use a homemade "flapper wheel" to chamfer the edges of the cam tunnel housing bore's ( so it don't peel the OD of the bearings off when I drive em in. And ya know I have always questioned...What the hell is the extra hole for??? Anyway..love the video...Great Channel! Got my sub brother. Keep em coming. BTW.. I'm a big LT1/LT4 fan. and optispark only sucks when it strands you 🤣🤣.
I agree with you about LS engines, they are great stock or cam swapped, but any more money you put into them you could have bought a big block Chevy and made lots of reliable power for a long time, and the more you blow them up, the cheaper that big block would have been. Good information, why did the first cam bearing installation fail and the second one work?
@@JACompetition berco align bore. Set the cam/crank centerline and index front to rear and bore out the amount needed to get it all straight and square and leave some room to finish with the align hone
@GrubWorm Racing I’d love to see your logic on why the LT1 would or wouldn’t be a contender for the sub 1600whp car. Comparing prices with Gen II LT, LS, and even the Gen V L8T blocks
@@JACompetition absolutely. I love the idea that something other than the LS exists for a production block small block, once you move past the SBE/stock head territory. Something between SBE LS engines and having to go to an aftermarket block, that can still compete with those LSX/LS Next block cars.
The first 14 minutes tells me as a ex automotive machinist? You need to start having all the LS cam tunnels Recut (redone). At least you'll know the tunnel is true to the crank centerline and done right.
So is the fix to install the bearing in the chamfered side first with the tool you used? Or did you have to size that bearing or size the tunnel at location #3?
What ultimately allowed the second set of bearings to fit properly was so time spent honing the cam tunnel which wasn't shown in the video. The second set was also installed while the block was hot, fresh out of the washer so that likely helped also.
Correct way, requires tooling that you don't have. Yes, smooth and snug just like he showed you in the video. Sometimes that requires you to do a .001x bearing to snug up a journal but if you want a properly built engine, you're going to be mixing and matching multiple sets of bearings..
Still never owned an LS.Every friend says put an LS in that 68 Camaro.Its leaking oil lol.Yup it leaks oil,just marking my territory with this old dinosaur AFR headed 406 sbc.
Clettus doesn't even run ls engines anymore well he will have one when they get the engine back in Ruby it's big blocks or hemi's when you want to go really fast!
The bearings were the same part number. Honing the tunnel a bit was ultimately the fix, but unfortunately I did that before I decided to make a video from this.
@@JACompetition I’d call that an error on inspection…. Supposed to check cam tunnel right along with crank to size bearings. If it was measured before hand that would’ve been caught.
@@p.b.sHUNTING so you're telling me there are alternative bearing part numbers that would alter the outside diameter size to accommodate poorly machined blocks?
@@JACompetition no, I’m saying you should’ve measured the tunnel first…if it was gonna be too tight for the cam bearing, it’s naturally gonna be too tight for the cam.
U always line bore the cam bores on high horsepower engines. I do it on conventional SBC, LS/LT SBCs, and BBC. On gen 1 SBC i try to go bigger if i can. LS/LT SBCs are always superior from top to bottom than a gen 1 SBC. They are both the best Small Blocks every made just different animals. Gen 1s make a little more torque down low but the LS/LT will make more power everywhere else. Whatever application u want in the end
I'd venture to say that almost no machine shops line bores cam tunnels, and definitely not on every build. Very few have that capability in my experience. What machine do you use to line bore your cam tunnels? What bearings do you use on an LS after that process? Roller?
@@JACompetition LME, TKM and Borrowski Racing Engines do. They have the CNC machines to. And depending on the application yes roller bearings. Especially dirt car and high boost applications. Dry sump oil systems
@@JACompetition Just a quick random question though John. Is there a place I can get a dart tall deck little M SBC block? Can't seem to get one that hasn't been molested
TKM does a lot of my machine work. They can machine cam tunnels, but I don't think it's something they have frequently done. They just recently got a new setup and tooling to do it a bit more efficiently. They definitely arent doing every block. A couple of years ago I asked if they could do my LT1 and they said they could, but hadn't done one. With the oil galley going around the bearing, that would have also needed to be machined deeper by the same amount that was removed from the bore. Just not something that would have been worth the time and money IMO, and could potentially weaken the block too. We haven't had any cam or cam bearing issues in Grubbworm so for now there's no reason to upgrade IMO.
When the cam won't go it, you know it's too tight. I could measure the journals before bearing install, and measure clearance after the install.... but what options would a person have? Turn/polish the cam journals? I think there may be some 001" extra clearance bearings offered...if they aren't backordered everywhere... but if the tunnel is too small, crushing the bearing too much, the fix would be to size the tunnel and go to an oversize bearing kit. And 99% of people aren't going to spend the money to do that on a $400 stock block in for a ring and bearing job.
Cam bearings on a LS is really not that big of a deal 😂 ive never heard any machinest complain of them unless one has spun in a bore due to lack of oiling from failing oil pump or crappy maintaince
The fix was honing with the Dingle hone. I honed it, and had it back in the parts washer before I decided that this would make a good video. I should have alteast put a picture of the flex hone in the video, but somehow I missed that important piece lol. I did mention it though.
My trick is to freeze the cam bearings, heat the block up and you can almost push the bearings in with your fingers, I used the lisle snap on universal tool for yrs and always had to debur the hit end,I actually bought the summit tool and all my bearings have went in great since. , try putting your ls bearings in the freezer , lightly heat the journal with a map gas torch. Boom push it right in, I only use the tool to center the bearing, I have a the exact milled round bar and I cut 400 grit to fit around my bar, its the perfect size with the paper installed, I then slide the bar in and out the back and I get s perfect hone every time, in the end I can spin the cam with my pinky , I used to struggle with dented bearings, I also bought 2 summit tools and cut half the bar off, I also made a expandable end so I don't have to hold it in place, its made cam bearing install a piece of cake for me
I’m an LS fanboy, stayed to the end cause it’s great info. Subscribed too, can’t wait to see more content come out.
I had a #3 cam bearing walkout on a 2007 lq4 and loose oil pressure. I used a little green bearing mount on a new bearing and 150,000 miles later were still good.
Did the exact same thing in the exact same hole with same year lq4.
Rock solid motorsports let me know that you made a youtube channel and it made my day !! keep it coming Johnny :)
I can already tell this is going to be an awesome channel! Keep it up! Edit: HUGE LS fanboy and still watched to the end, gotta learn how to make mine suck less lol
I have the hammer in style tool specifically for the Ls. I do exactly what you do and check each bearing before slamming them all in and finding out it doesn’t fit because I have gone through the same dilemma. Me being a machinist by trade noticed the same inconsistency with the tunnel looks like they cut it out with a rock on some and some look good and smooth. Good video!
Factory #3 is so common to come out. They are a wound puzzle piece and they get some wear to them and slide on out. Those Clevite's are the best option since they are full circle. You can take a deburring tool to shave the edges of the bearings so they accept the cam a little easier.
You hit the ground running, awesome content
That ending though, buddy you’re willingness to just be honest and say it the way you see it is what’s going to keep you connected the the every day guy!!
Good information. GM didn’t make the LS for rebuilding in mind. I think they just want to mass produce to save time and cost. It’s up t the rebuilder to correct the issues. Sign of the times. I have seen in other industries, the finishes on certain surfaces aren’t machined as smooth to save time. Not saying it is for the best, as we all know, things aren’t what they used to be.
Powell machine channel shows the correct way to install cam bearings. He goes into detail about the different sizes and location to install.
Not taking anything away from them or their video, Im sure its great. You're right, but if someone doesn't already know that the bearings are numbered to correspond to the correct journal (on stock production blocks), they probably shouldn't be doing the install.
@@JACompetition Maybe give Powell a call. He can help...two minds are better than one.
Good video.
Nice work.
I have had my share of LS cam bearings.
It really is a shame the the Machinist/engine builder has to deal with this.
While the LS Customers denying that it is an issue.
Last 3 I did, number 3 cam bearing was spun out.
Just subscribed to your channel.
Have a great week.👍
The race shop that used to install cam bearing on all the motors would always lightly polish bearings after install. Smooth out any imperfections.
Brother, after 25 years of taking care of the family and not working on cars except maintaining my cars. This past year has taught me a lot about Ls engines. I am working on my first Ls3 swap. In a 03' Crown Vic Police Interceptor. Good deal about your new shop. Good luck.
Honestly I love learning, I didn't know about LS bearing issues, I grew up with 331,355,383,406 just started working with LS Interesting Video 👍
Damn good video, im fairly new to LS engines and i just learned a valuable procedure that i never had to mess with on my SBC's, thanks !
My engine shop always rebores LS cam journals and uses +.010" OD bearings from Durabond. He won't even take the job in unless he does it.
Jonathan this is the best video you’ve uploaded 😎🙌🏼
Great first video Jonathan. I look forward to more content.
Didn’t hear you mention that “1”, “2&5”, “3&4” are specifically for their bore, “different sizes”! Not insinuating you don’t know but thought it would be worth mentioning for viewers. I look forward to more content!✌️🤘
It should have been mentioned. Actually, 1&5, 2&4, and 3 are how the LS lays out. The earlier SBC is how you listed them. And thanks!
Great info! I have both LS and LT. I have a turbocharged gen 2 in a 94 Camaro, a 6.0 gen 3 in an 07 Canyon, and a 6.0 gen 4 in a 09 G8. Most of my problems went away in my LT1 when I got rid of the opti. But I still have some issues with the cooling system. Other than that it’s survived many years of abuse. I’m just afraid to turn up the boost on SBE.
126th subscriber. Yasssssss. Congrats Jonathan. You’ve needed this for a long time
I am by any means an LS fanboy.
Even have the right car....4th gen Camaro with an LS1😂
RSM brought me here.
Keep up your good work!
As an mechanic,that's what I like to see.
And finaly you are now in here on YT. Looking for some sick videos 👍👍👍💪💪💪
Looking forward to all the content sir 💪🏽💪🏽💪🏽
That's what I was thinking, was to freeze them. We use to use dry ice at a mill i worked at.
I read the replies, but look forward to how you did the actual fix. I have a Gen III 6L from a late model Chevy express van that needs cam bearings. I bought the Summit Racing tool and some durabond bearings based on the year of the block. I haven't attempted it yet, trying to learn as much as I can before going full send. The engine had barely 100K miles, exhibited low oil pressure. #3 cam bearing was spinning in the cam journal when I partially tore it down.
I'm looking to refresh it for my Silverado, add a cam + ported heads.
I've never paid attention to the chamfer in the block and that one that goes in the other way is the one I've always had issues with actually the same one I think you had problems with on the original set. Cam bearings are probably the biggest pains on these things. Thank You.
Thanks B & R Racing 🥝✔️ He brought me here. I grew up around Windsors and Clevelands. So its really different when you have access to proper engines that dont have thinwall casting problems and cracked cam bearing housings. Chevy and GM Powertrain, they do most things right from Day One compared to some Other non GM Guberments Small Blocks ..
It’s about time brother
Came over from your Facebook post and Subscribed. Can’t wait to see some content, I have a automotive repair channel also.
Looking forward to following your channel
You didn't mention there is 2 cam bearing size sets for LS blocks which makes it even more fun to install them,thanks GM
Yes he did. He said a 25 bearing fits most blocks, which means there are other bearings for others. (There are actually 3 that I know of.)
The reason he didn't tell you which blocks need a 10 bearing is because nobody can really tell you that. Everytime you establish a rule for that, you'll come across an oddball block that uses the opposite of whatever you bought and expected it to be, so "Most all the stuff worth messing with uses a 25 bearing and when that is the wrong size, you'll likely need a 10 bearing."
While I was refreshing the 280k mile 5.3 in my Tahoe a CHUNK of the front cam bearing fell off. I left that bearing in there 😆 that was 30k miles ago and it’s still running just fine lol.
I appreciate the information I run a LS engine I watched the whole video and I appreciate the insight and knowledge.
You have to install them from the rear.... the tappered side... number one and two go in from the front... ok I see you did... good job...
So we can line-hone the cam bores, I hadn't thought about that until watching this. Thanks! I suppose we could chamfer those edges better without any damage as well.
Outstanding, look forward to your content!
Finally Someone willing to call out all the fallacies of the LS engines. And this is the only video I’ve ever seen, that goes into detail why the cam bearings do what they do in an LS engine. I’ve learned a lot from this video very educational. I do favor the Gen 1 small block over the LS. but I do think the LS is a good engine for what it is ,,, pull one out of a junkyard to make cheap horsepower, but as you said, only to a point , keep the videos coming ! Because no one else dares to say anything bad about an LS engine, everyone can learn from constant like this to build a better LS engine.
I'm a pretty big fan of LS stuff but I'm also not retarded timing enough that I can't listen to someone's argument. Personally, I think most people are ignorant and don't realize that every single engine in existence has pros and cons and every engine even has major cons (yes, even coyotes. Maybe even especially coyotes!). The oiling system on a stock LS is trash! I'm not a fan of comparing LS stuff to SBC stuff but since that's kinda how the video is laid out, I can say that even though I know it's very possible, I've never had an issue with a SBC that was caused by the oiling system. Funny enough, almost every LS engine failure is caused by the oiling system, namely cam bearings and 99% of the time people never realize it. They just think that they hurt it with boost or timing despite the fact that the oil pressure was always trash and it wore out rocker tips & pushrods, they never see the mains bc they don't fix them, they just get another one & LS guys will spend 6 months getting a short block gapped, studded, assembled & never realize cam bearings would've taken 9 more minutes and resulted in an engine that lasted more than 3 trips to the track. Glad you're on UA-cam! Excited for future vids! (Sorry for post length)
another ls fanboy here too but would love to see some gen 2 LT builds and racecar builds too.
It's also my understanding that the old-school small block Chevy far excells the LS and Ford engines because the LS and Ford engines blow head gaskets too easily under extreme demands/pressures/racing. This is thanks to the old-school SBC having 5 head bolts per cylinder, instead of only 4 head bolts per cylinder like the LS and Ford.
Thanks for the information, I've got an 93 LT1 and 2007 LS, so no bias,. Question, if the original bearings were showing copper as a result of GM's fix for misaligned cam bearings as a result of poor tunnel machining how come replacing them with new bearings ( assume same dimensions as GM parts ) fixed the issue.? You mentioned ball honing, did you do it prior to installing the new bearings? What's your thought using a 3 stone hone VS Ball, you can get small engine sizes and I think if you held it center keeping the stones parallel, tiny stroke, might work. Thanks, Jim
Good first video, I will be watching.
I'm an LS fan boy lol but I already know the cam bearings are a pain 🤷♂️ definitely want that bearing installer 👌
Front runners sharing knowledge...I'm in.
I totally agree on that the cam bearing is real shitty on the ls . i struggled on mine lol
I definitely give LS engines credit where it's due. On the other hand my lil ol 94 Camaro with simple bolt ons, a built trans and custom tune walked almost every LS it ever met in Mexico lol. Good video, definitely looking forward to some gen 2 knowhow and tips in the future. 👍🇺🇸🦅
It Would be great to so a video on the pros and cons between the gen 1 SBC VS. LS engines , I’m still yet to find a video on that subject.
There are some adults who actually like most American V8’s (me) but I do not work on them for a living or I’m sure I would be whining too. You and your car are badass dude. What a bad ass car and awesome driving too 💯
Thanks! I do like all types of cars and engines as well. I made a living by building and tuning LS stuff for many years, but the SBC/LT stuff had been an awesome change of pace. I don't think the Grubbworm would be as popular as it is if it were LS. I play the LT/SBC vs LS card every chance I can get 😄.
@@JACompetition I agree the Grubworm being SBC/ LT catches everyone off guard… out there setting and breaking world records n shit 👍
Good video and useful content.
Love to see a video on timing ramps with boost on Gen 1-2 SBC 🙂
^
You can't do a video for gen1 and gen2 boosted applications because there are only 10,374,528 other factors that will change the timing curve drastically. In fact, build two of the exact same engine and you still have to read plugs to see what each of them need and they are all different. Not to mention bringing vehicle weight, converter coupling, etc, etc and if you're thinking that gen1 and gen2 SBC's will need the same timing, think again. Best way is learn how to tune an engine (same procedure for all engines,BTW) based on what it needs, trying to copy internet ignition curves is not going get you very far.
@Headsup9550 I'm aware of the, but there are ball park figures, and going over reading plugs, AFR, and ramp rates for types of tracks etc... much information can be covered.
Why I hate the ls? Got me hooked lol! I was checking out brands engine and he was pinning the ls cam bearings, also think he had a mod he’d do the bearing for that second hole, think he put a groove in the back of the bearing so Oil would flow around it and help support the van as the valve train was pushing down on it, I can’t remember exactly. It’s hard to remember all the things you learn watching other people’s tips and tricks when you don’t apply it every day. Keep the videos coming, the grub worm is a bad bitch!
Hey Jonathan , Do you have the part number for the cam bearing install tool??? Thanks
Old trick my friend told me is to use a little red lock tight !
Great video,
What berry hone did you use to hone out cam journals? I’m having the same issue.
I feel your pain brother. I HATE LS cam bearings! And I do em every day...and I do em the same way...except I still beat em in with a Dura Bond cam bearing tool. I've been thinking about buying the BHJ tool, But DAYUM it's spensive! I've done so many small block cam bearings over the last 38 years that I could do em sleeping in my underwear lol JS. But your right LS cam tunnels are horrible. And don't feel bad about the dingle berry hone, I do the same thing. Furthermore I use a homemade "flapper wheel" to chamfer the edges of the cam tunnel housing bore's ( so it don't peel the OD of the bearings off when I drive em in. And ya know I have always questioned...What the hell is the extra hole for??? Anyway..love the video...Great Channel! Got my sub brother. Keep em coming. BTW.. I'm a big LT1/LT4 fan. and optispark only sucks when it strands you 🤣🤣.
Big fan of LS but always seeking knowledge some will be offended I'm not got to your channel through Rock solid Motorsports
I cant wait to see the ls hate video. I have both ls and lt1
Most people hate what they work on the most.
Get me deals at tick lol i love how grubworm looks, Im a fan of 60s dodge blocks
Ooo that’s an instant sub. In 12 seconds into the video. Proceed.
Hey JOHATHAN, did you hone the cam bores ??????
The LT1 Optispark is annoying, good thing companies make a kit to install 8 LS coil packs.
Hell yeah Jonathan!!! SUBSCRIBED!!!
The middle cam bearing always seems the worst
Do You have any experience with the Motown chevy block that accepts Ls top end?
I agree with you about LS engines, they are great stock or cam swapped, but any more money you put into them you could have bought a big block Chevy and made lots of reliable power for a long time, and the more you blow them up, the cheaper that big block would have been. Good information, why did the first cam bearing installation fail and the second one work?
Wait wait wait. You guys actually do your LS cam bearings. I was told if you don't look at them they will be fine
Had same problem many times
Blueprint the cam tunnel and all the problems are solved, that’s what we do
What machine or what process do you use to do that?
@@JACompetition berco align bore. Set the cam/crank centerline and index front to rear and bore out the amount needed to get it all straight and square and leave some room to finish with the align hone
Great stuff! I have to admit, I'm an LS fanboy, so I need to see all of this stuff, Lol.
As long as you dont look at cam bearings they dont fail.
@GrubWorm Racing
I’d love to see your logic on why the LT1 would or wouldn’t be a contender for the sub 1600whp car. Comparing prices with Gen II LT, LS, and even the Gen V L8T blocks
Sounds like a video with pros and cons of the gen 1 and 2 SBC vs the LS is in order!
@@JACompetition absolutely. I love the idea that something other than the LS exists for a production block small block, once you move past the SBE/stock head territory. Something between SBE LS engines and having to go to an aftermarket block, that can still compete with those LSX/LS Next block cars.
3 different bearings in the Gen 3 blocks.
What degree are the valves on grubb worm?
The first 14 minutes tells me as a ex automotive machinist? You need to start having all the LS cam tunnels Recut (redone). At least you'll know the tunnel is true to the crank centerline and done right.
Do you see the same issue with Dart LSNext?
So is the fix to install the bearing in the chamfered side first with the tool you used? Or did you have to size that bearing or size the tunnel at location #3?
What ultimately allowed the second set of bearings to fit properly was so time spent honing the cam tunnel which wasn't shown in the video. The second set was also installed while the block was hot, fresh out of the washer so that likely helped also.
Thanks so much for the reply back. Great tip to remember! 👍
👊
Hell yeah cuz :)
My 4.8 and 5.3 with 300k look brand new.
What clearamces do you like?if it spins good enough?
Correct way, requires tooling that you don't have. Yes, smooth and snug just like he showed you in the video. Sometimes that requires you to do a .001x bearing to snug up a journal but if you want a properly built engine, you're going to be mixing and matching multiple sets of bearings..
The Old Joke is if Your LS X Needs Cam Bearings THROW THE ENGINE AWAY ITS JUNK.
Long Live The Pontiac V8 and Big Block Chevy V8.
Still never owned an LS.Every friend says put an LS in that 68 Camaro.Its leaking oil lol.Yup it leaks oil,just marking my territory with this old dinosaur AFR headed 406 sbc.
Lmao if you made it to the end! Well here I am
Clettus doesn't even run ls engines anymore well he will have one when they get the engine back in Ruby it's big blocks or hemi's when you want to go really fast!
Wow!!!! Line honing cam bearings WTF!!!! LOL
Ls fan boy here 👋
Sub number 104. Hell yeah!
I made it through the video, but I am a Ford guy lol!
So what bearing did you go to that didn’t have a problem?
The bearings were the same part number. Honing the tunnel a bit was ultimately the fix, but unfortunately I did that before I decided to make a video from this.
@@JACompetition I’d call that an error on inspection…. Supposed to check cam tunnel right along with crank to size bearings. If it was measured before hand that would’ve been caught.
@@p.b.sHUNTING so you're telling me there are alternative bearing part numbers that would alter the outside diameter size to accommodate poorly machined blocks?
@@JACompetition no, I’m saying you should’ve measured the tunnel first…if it was gonna be too tight for the cam bearing, it’s naturally gonna be too tight for the cam.
Is this just for the iron blocks?
No
U always line bore the cam bores on high horsepower engines. I do it on conventional SBC, LS/LT SBCs, and BBC. On gen 1 SBC i try to go bigger if i can. LS/LT SBCs are always superior from top to bottom than a gen 1 SBC. They are both the best Small Blocks every made just different animals. Gen 1s make a little more torque down low but the LS/LT will make more power everywhere else. Whatever application u want in the end
I'd venture to say that almost no machine shops line bores cam tunnels, and definitely not on every build. Very few have that capability in my experience.
What machine do you use to line bore your cam tunnels? What bearings do you use on an LS after that process? Roller?
@@JACompetition LME, TKM and Borrowski Racing Engines do. They have the CNC machines to. And depending on the application yes roller bearings. Especially dirt car and high boost applications. Dry sump oil systems
@@JACompetition Just a quick random question though John. Is there a place I can get a dart tall deck little M SBC block? Can't seem to get one that hasn't been molested
TKM does a lot of my machine work. They can machine cam tunnels, but I don't think it's something they have frequently done. They just recently got a new setup and tooling to do it a bit more efficiently. They definitely arent doing every block. A couple of years ago I asked if they could do my LT1 and they said they could, but hadn't done one. With the oil galley going around the bearing, that would have also needed to be machined deeper by the same amount that was removed from the bore. Just not something that would have been worth the time and money IMO, and could potentially weaken the block too. We haven't had any cam or cam bearing issues in Grubbworm so for now there's no reason to upgrade IMO.
I'm not aware of a block like you're looking for in stock anywhere. Sorry.
Never look at used cam bearings just slap another cam in.
You didnt measure the interference, how do know how tight or loose you are?
When the cam won't go it, you know it's too tight. I could measure the journals before bearing install, and measure clearance after the install.... but what options would a person have? Turn/polish the cam journals? I think there may be some 001" extra clearance bearings offered...if they aren't backordered everywhere... but if the tunnel is too small, crushing the bearing too much, the fix would be to size the tunnel and go to an oversize bearing kit. And 99% of people aren't going to spend the money to do that on a $400 stock block in for a ring and bearing job.
@@JACompetition Ok, that tells me everything,
Thank you.
Subbed 👍
Cam bearings on a LS is really not that big of a deal 😂 ive never heard any machinest complain of them unless one has spun in a bore due to lack of oiling from failing oil pump or crappy maintaince
😎😎🦾🦾🦾🦾
LS Fanboy made it to the end, but missed the actual fix.
The fix was honing with the Dingle hone. I honed it, and had it back in the parts washer before I decided that this would make a good video. I should have alteast put a picture of the flex hone in the video, but somehow I missed that important piece lol. I did mention it though.
Thank you @@JACompetition