Steve Tech --Camshafts!!
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- Опубліковано 4 лип 2024
- This is a 4 part series. here is what you need to know. New part every morning for 4 days in a row!
1) For some of you, you may already know some of these things.
2) All things work together, so time on the cam core size IS important and does matter, and a lot of people do not know about it.
3) I am not and CAN NOT give you some magic formula on how to pick out your perfect cam in 5 mins. There is no way, there is no program, there is nothing other than Experience, trial and error to find the best for your application. Experience can get real close, trial and error gets things the best.
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Yet again an excellent, clear, and concise higher level tech video from Steve Morris
This is the best description of camshaft lobe shape I have seen in 30 years.
Thank you Steve
Great info. Kept waiting for that cam to roll off the bench though!🤣
Awwww... The secret sauce ;-) Once again. great information. The guy who sold me my first cam (Crane) 40 years ago for my 350 Chevy '69 Camaro convertible told me duration was more important because high lift destroys valves. He didn't explain further though.
YES...YES...YES. More of this type of content please. Also...if you know of others putting out quality info like yours, and you want to gloss over the details that they already cover, maybe a reference to that detail or video.
Your knowledge is unmatched by anyone who lives on this Earth!
Important stuff!!💪🇺🇸
The Ford lighting ad was amusing to me as a 93 Ford lightning owner.
This is by far the best camshaft video that exists.. lol.. seriously, this is so good..
Awesome Steve
Love to see an smx
using free valve tech.
No more early morning valve sets
Hey this was pretty cool! I always wondered about bounce and coming off the nose with a high lift. I always wondered if open and close ramps on the same lobe could be different. Hey, it was great to see you driving the crown vic at Le Mullets. That old f100 burnout truck is nasty to that you had on the hub dyno.
Wish I could get you to build a Australian ford Barra motor and send it back to Australia. Keep up the great videos I look forward to them.
I was listening until I became concerned the cam was going to roll off the table lol
Thanks for the video. Appreciate the time you put in to teach us some of what you know.
Notice the sound of your engine on deceleration. Less lift more duration . Absolutely Feckin Awesome
The Asymmetrical lobe design was a Harold Brookshire invention --
Advertised duration on hydraulic cams is generally @.006 but what we rally want is @.020 and .050 - the hydraulic lifter needs a gentle opening ramp rather then the clearance ramp that the solid cam has to have --- Harvey Crane did the .050 thing to smear the left coast cam grinders, from using very strange duration numbers and then he went on to start using the .020 number to further qualify the cam design - and that freeked all the west coast cam guys out -- but really helped all the engine builders and cam customers
John Reed (RIP) was very gracious and generous to teach me cam design OVER THE PHONE in the mid 80's (as i ordered 2-4 cams a month from him for various applications: hot street/marine and BBC towing).
John also multiples of asymmetrical designs that made mucho power while easy on the valve train. Many Nascar winners (of the 70's-80's) had a Reed cam while sporting a Crane or Comp sticker (for contingency $$$$).
He knew where every one of his "bumps on a stick" went.
Harold Brookshire (RIP) also had serious power makers utilizing asymmetrical profiles. A professional acquaintance utilized Ultradyne's cams for his clients and his own Gen 1 SBC's (383-406) & 496/540 BBC's.
Never a problem with making power with reliability.
Such a looong time ago.......
@@samrapheal1828 - I worked for John for over 10 year's = It is very interesting to know that he had a student
Thank you Steve for educating us and helping us to understand better. 👍🏼
NICE Steve. Thanks for talking in a way that engaged me into understanding more about cams!
Yep and that's why I will sending all my stuff to you... great video Steve
Great information , I really appreciate this. Looking forward to the rest of the videos about camshafts. thank you !
Fantastic video! Imma have to go watch all the other now, thanks bud!
Another great video. This also ties in with the valve spring video and the spring pressures and bounce
Great Info , Keep them coming ! love learning even if I can Afford the 4000+ hp strip rod Thanks Steve
Great job racing at the cleetus thing great vids watch your vids you seem to be a cool cat
Oh this is awesome I didn’t know I was getting a course in cams from the best this weekend. Holy hell thank you Steve!
Great tech Steve, thanks.
Very educational, thanks Steve.
Steve is the man! Thanks for the video.
Awesome vid again thanks Steve!
Brilliant videos Steve
Great video. Thanks Steve.
Steve I thought that gorgeous piece of machining was going to fall on your toes I couldn't stop looking at it!
John Kaase as so have spoken about of the importance of mid lift flow . As you shown flow and duration very nice video.
Great stuff!!! Thank you Steve!
That was excellent 👍, great explanation!!
Thanks Steve for another great informational good. I bought a stage 2 Big Block Chevrolet solid roller from you was wondering why it was ground on a certain LSA and why I was instructed to install it 4 degrees advanced can't wait to see the next vid why it is a single pattern I did not want to give out any numbers but want to find out why single pattern I will be watching for the next vid and will be ordering more parts very soon Jim Bowman from Michigan thank you much again first turbo engine I'm doing for myself lots of Na and nitrous stuff in the past lots to learn on this turbo stuff
It's great & Grandio 🏁 that you even take the time to do All these wonderful calm exsplinations Mr Steve 🥂👍🏁 .
Can't wait to get home to watch prethanking for the video
I love these tech videos, so much good information
Glad you like them!
I learned something new tonight thanks Steve
I Explain it as Time Area. Great video Steve
Another awesome video thanks for sharing enjoyed very well presented Steve thanks god bless
Great videos and Steve
Would love to see more of this kind of content from you
Great content thanks for sharing, very informative
Wow that stage 3 cam looks like a reliable cam that can support alot of HP. . I'm guessing it's easy on the valve train property setup like you do.
The cam sitting at the edge of the table at the end ! 😱
Good stuff man 👍
Awesome video
Thanks for info Steve always learning this the type of thing you only learn in someone's shop 😉
Thanks for the knowledge
I needed this!!! Now I can decide on a cam for my piston,rod 80mm turbo 5.3. Thanks steve!!
Thanks for the info!
So true. Picking a cam from duration & lift, can't do. The only indicator between two cams is spring pressure. Higher spring pressure should indicate a harder working cam with more area under the curve. It's not that simple, always ask an expert such as you!
With all of that turbo pressure, the next obvious step is pneumatic valve trains, even with a push rod engine. I remember Larry Morgan calling out NHRA to do something about the cost of valve springs designed for Pro Stock....think about the HUGE reduction in mass and it's parasitic losses to HP.
Less mass means a more accurate following event on valve closure....less bounce, more HP??
Great info Steve i have been researching what hp can be had from a turbo grind hydraulic roller today i want to do a build that dosent need rockers adjusted and rods changed i will probably fork out for titanium
Great video thanks.
Great stuff
That's a nice piece. I'm not a big gear head but I enjoy this stuff about engines. Would have been nice if you explained what the numbers are referencing. I'm guessing they are based on 360 degree for rotation.
I'll Google can shaft numbers explained.
first 👍's up Steve Morris thanks for your time for us all
Thanks Steve
does the A symmetrical profile still apply to per say a diesel that is much lower rpm. would you still see the bounce? I am talking a performance diesel turning 4500-5500 rpm.
That cam shaft sitting on the edge of the table was freaking me out.
Steve .. I know you do performance racing engines, but have you ever built a purpose built tow rig engine ? I've been toying with the idea of building a 6L LS engine with a nice torque curve and a HP curve in the lower end of the RPM range with an appropriate turbo for the setup, holly computer and dash setup ... I'd love to see a video series on some of this sort of tech. Most of the racers out there need a solid tow rig.
I'd go with a small turbo like an S366 fast response, keep the boost low should make big TQ in the. Low to mid range
Or just get a diesel and don’t go through all that unnecessary stuff to build a gasser for towing
Also get a stage one cam or a torque cam. What you want to build is something similar to what I'm building for my truck but mine is a 5.3.
@@zayhs6351 exactly. As the owner of a 1k wheel hp gas platform, and a 680 hp 4th gen cummins, I can't imagine towing with the gasser, built or not.
I pull a small camper , not really a diesel fan particularly these new ones that require that def fluid ... I don't need 600hp just 350 hp of lower end of the RPM range gas torque. I realize I am in the minority on this, but I'd rather stick to a gas powered truck
I would love to see the differences in cam theory between n2o cars, centrifugal supercharged cars, roots blowers (and screw if substantially different from roots) and the obvious turbo car cam setup.
Steve, great video. Glad to see you racer guys sharing your knowledge with us backyard mechs. Do asymetrical cams also work for nitrous applications? I am thinking about a tunnelrammed 496 BBC with nitrous.
Yes. Imagine the cam running N.A. as long as the turbo is not boosting. That means it will work N.A. and N.A. cams will dictate obviously your engine power without nitrous. Then spray whatever you want with NOS.
Excellent info thanks man.
What cam do you reccomend for thos of us shooting for a little lower power and primarily street driving? Like 11-1250whp range? In a 370ish cubic inch combo?
Make the tent bigger without making it taller. So you gotta make the floor of the tent wider. The core size of the cam, is the maximum width you can make the tent floor. Then theres lobe shape and ramp angles but im outa brainpower lol
Sweet!
Will you discuss lobe intensity ? I learned from the late bill metzger …. he sounded very much like you today
I imagine the 4k hp cam isn't a ton bigger as you are covering mostly the same RPM band just cramming a lot more boost in. Cams are more rpm range dependent than they are boost pressure dependent. Cylinder heads have a huge effect on needed lift and duration though. The better the flowing head the less camshaft duration you need for a given displacement and RPM don't you agree?
TY
Was not looking at a free valve engine imagine that in one of the SMX motors.
Funny looking lobe, I thought they were egg shaped.
Hi Steve have you ever tried negative overlap
Steve, what’s your opinion on the “low shock” reverse asymmetrical stuff comp offers? I definitely like the idea because I don’t think the valve needs to be flung open, would rather have it shut quickly while piston is coming the other way. I’m curious as to how they slow the valve down. Have any experience with those lobes?
At what sort of RPM would you encounter valve bounce. Roughly, I know all applications are different, what ballpark? Just curious, thanks.
Now wouldn't the camshaft with the lower profile you mentioned. Be better for a more driveable engine, for a dirt track oval car?
And what else should a person be aware of when considering what internal parts. Are needed to achieve the driveability one would want in a dirt oval track car?
Good video. So how many degrees of duration does the camshaft keep the valve open at maximum lift? Seems like less than 1 degree of duration. What am I missing?
I’m wondering if I understand the asymmetric profile. It sounds like the opening and closing points, at 0.050”, would be a couple degrees later than a symmetrical lobe. 236° installed at 112 should give IO at 6° BTDC and IC at 50° ABDC. Your asymmetric profile must shift that a couple degrees retarded, or 4° and 52° respectively. That also makes the overlap very close to symmetrical around TDC. The wide-ish LSA results in that overlap being narrow for a high output engine which probably helps deal with turbine back pressure, I’m guessing. Very interesting!
Have you got a part number for the stage 3 cam mentioned ?
OK Steve, so you made an early point to say this was Exhaust. Is this applicable to the inlet lobe as well?
Leaking explosion is no good no pressure no power. Reminds me of a caveating water well pump losing performance trying to get most performance possible when a little less pump demand keeps pump under water and not pumping air thus maximizing performance by going little slower. Like many things in life sometimes slow is fast and if you understand that then your already sitting in the pole position.
Is the +4 ground into the camshaft, or just telling you where to install it
Steve what’s your opinion on the the stock 5 litre Windsor roller cam as I want to use it in a FordA model or can the cam be improved on I’m also looking 👀 for gt 40 heads bar 3 ,just not sure what the bar means . Thanks buddy 😊
I always thought wouldnt it be cool if you could change the lube shape as it were spinning. Low lift and duration at low rpm and high at high rpm. Metal cant morph like that though. But solenoids attached to the valve have the ability to change life and duration to whatever at any given rpm.
Basically this is bring accomplished in modern engines with VVT.
Many use boosted tech to build n/a combinations. Guys building n/a stuff need to pay more attention to nascar technology. Large base circles will lots of duration and low lift.
Not really. No need for Nascar when you have NHRA Pro Stock.
Cool stuff! Thanks for the great info.
I thought that camshaft was going to drop on the ground!
I have a question. Steve I no genius but I know a nuff to get my self in trouble. I have a SBC DART SHP block and it has some descent parts. It has a second hand cam ( that was in a procharger engine ) in it with some AFR 195 CNC heads. I’m wondering where I should go from here. It makes 897 on the tire and I drive it every weekend I race it a few times a year. Should I even both with it and do you think this should go in the 8 second in the 1/4 mile.
For street use
I don't think you're comparisns are factoring in the radius of the roller lifter
👍💪
Steve, 1500HP all day, to 2000HP. Pump gas or Methanol?
None of my cams are symmetrical but they're all 4 valve and from Japan.
AND the opening side is 2 deg LONGER than the closing side. That's on both the intake and exhaust.
Anytime this man puts out a video people better soak it up. One of the best engine builder and designers in the world. He knows his shit. Better watch how much you get around that dumb Cletus guy. He lower people respect for such a talented person like yourself. If he was smart he’d be running your bbc in his stuff not playing with junk ls stuff and tsp! All money, no brains. Best customer you could ask for lol
Garrett is way smarter than you give him credit for. The difference is entertainment is his primary business vs car building, racing, etc. Everything he does is designed to entertain and bring in more viewers. Steve is very smart and his videos are very technical which is fine for his UA-cam channel as his primary business is engine building not entertainment.
@@danmyers9372 Forgot todays entertainment is all about being a jackass, and talking out your ass. Why we have a clown for a president. He so dumb it’s funny… same thing? Well guess it’s actually sad how dumb he is, but you get the point. All I’m saying is a guy of Steve’s level shouldn’t be involved on film with a pack of dumbasses. Not a good image.
@@frankensteincreations4740 I hear what you are saying mate. But Steve should certainly go out and have fun in cars (I mean that's what his business is based on after all) and if it is with those guys once or twice a year so be it. It's some less serious fun after all, a chance to relax and have care free car fun, and maybe even pick up a new subscriber or customer as well.
Win/win for him
Cam Church
Great video and explanations, but as soon as you said you don't do N/A engines, I'm gone......
Ls guys want to know are you talking about stage 2 or 3 cams. Lol
Holy Chit!! 200 HP loss just by installing straight up?!!!
What's this gotta do with electric cars? Cams are on the way out...lol