7 people are still trying to figure out what a cam is! How in the heck can anybody give this a "thumbs down"? I would like to see them try to explain this any better, I don't believe it can be done.
I agree, the people that do not understand this now are the people went to the doctor because they say big lumps like that on their shafts. If your pecker looks like a camshaft, you have problems!! lol
man were has this guy been , when I started learning in the 80's you had to know a guy to teach you and it was much harder to gain information . so yeah we learned the hard way. people just don't know how good they have it now days.
It's true That big duration cams have a min static compression ratio requirement this is because at low rpm's big duration cams will produce low dynamic (running) compression ratio the valves stay open so long that they allow compression pressure to bleed out of the cylinder if your static compression ratio is to low it will not support combustion and the engine will want to die out at idle, on the issue of flat tappet cam life I do have a video where I go into detail on that. I will say however that the cam profiles have gotten much more aggressive but the biggest factor is still the oil high Zinc (ZDDP) content is the key I use Joe Gibbs oil with flat tappets and have never had a flat tappet cam failure while running it I figure if It's good enough for NASCAR It will work for me
+myvintageiron7512 Thanks for the info. Very well explained. As a back yard mechanic, I purchased an 04 Sierra. I would like to transplant the 4.8 into my 88 Cheyenne 1/2 ton. With great power #s for these motors, I'm hoping to up the performance. I'd like to home port the heads, install headers cam, higher stall converter, & 3.73s with 15" 60 series tires. Also down the road a power adder like nitrous or a turbo. I'm still fuzzy on LSA. & there are so many cams available. I'm not looking for 7-8000 rpm but the 4.8 is down on torque hence the higher stall. Any recommendations on what to OR not to do during selection? I've seen 4.8s with fantastic performance & I'd like to get in on the fun. Thanks again for the vids.
hello, myvintageiron i have a cam quistion that i seem too keep getting different answers in ur opinion for a low rpm truck cam will a daul pattern cam with a ten degree split make more torque or a single pattern ?whats ur take on this trying to decide between two cams.thank u
There are instances when you can run too much duration, if you have an old race motor you want to run on the street. Put a big duration cam in to bleed off compression so you can run 93 octane instead of AV gas. Not optimal, but serves a purpose.
LSA is referred to as overlap. A small 106 LSA means the intake/exhaust openings are closer together, rougher idle, higher peak RPM power (for racing), where a wider LSA (115) example is exhaust/intake opening is further apart lower peak RPM power (more streetable better idle).
@@Myvintageiron7512 I'm reminded everytime I watch another 1 of your videos lol I don't think you've made a video that I didn't walk away from without learning something new and enjoyed every sec of it! As usual brother another awesome video, thanks for taking the time!
Perhaps it sounds better this way: the more you learn, the better questions you get to ask, but... you never really get to stop asking questions. I'm always learning something, and sifting about for nuggets on one topic or another.
I've watched HUNDREDS of videos for many different reasons.MOST show just enough for someone with little to no experience. that, more often than not causes some kind of damage.Only two that i have found,actually covers all grounds that perhaps could teach a class. WHAT,WHY,HOW,WHERE,REASON AND PURPOSE W/ a dash of HOW TO. They are, Eric thy car guy and this gentleman here.My hat's off to you guys.I believe,in order to prosper you have got to help other.Just a thought from a UA-cam idiot.
dude i swear he made this video just for me cause i sure called summit racing and said im looking to get a cam for a 454 the guy ask me what do you want the engine to do. i said i want it to sound bad ass..he said it dont work like that and i never knew what he meant until i saw this video so i must agree this guy and eric the car guy really breaks this down so it makes sense and i understand everything he said..thumbs up from upstate NY
Havak37 i would have bought it too..but i know better now im pulling this 454 out of a c-30 and its going in a c-10 its in very good shape and low miles..i think ill leave it be till i get the money to go through the whole thing. i just love the sound of a camed big block flowing through 40 series flowmasters..thats some good exhaust porn there
i very rarely comment or like videos.. but the effort put into this one certainly deserves infinite positive feedback!... you certainly did not waste 27mins of your life duration ;) . Thank You
Never watched your videos before but I feel like you helped connect the dots for me in visualizing how everything works. Definitely going to check out everything else you've produced.
Yes that is true but like I said this video is really just about what the cam specs mean if we bring up everything I didn't say we could probably write a book thanks for posting
Thank you for taking the time to sit and break this down. Engine building is something I’ve always been fascinated by and something I plan on getting into in the near future but I’m a profectionist and I put all aspect of something together before I actually start doing something. This video was extremely helpful and really explained the every detail that I needed. I look forward to your future videos.
Can we use LSA cam in sbc gen 1? For exp. Btr stage 4 LSA blower in sbc gen 1 383 directly? Is there a difference between LS motor Cams and small block chevy Generation 1, 383?
hey man u made a mistake i thought i would point just to make sure watchers are not getting the wrong idea. A cam shaft with shorter lobe separation e.g. 106 degrees would expect an increase in low rpm torque. while a cam with longer lobe separation like 114 degrees would experience more high end torque.
Holy crap. The best explanation video I've seen by far. I've been looking for a video like this to pass around to people when asked. I'll definitely share. Keep up the good work and thank you!
Best explanation of Camshaft specifications I have ever seen! He completely goes over each portion of a Cam Card without wandering off into dry and unnecessary tech speak. I have been wrenching and driving classic cars for over 30 years. This is by FAR the best explanation on this topic. Bravo sir!!!
Nice information thanks.. What if you have a turbo or supercharger to put more air in to engine ? Is these stil the problem .. what abolt the piston meet the valve ? Is it posible ?
Overall good video.. noticed a few things that kinda scratched my chalkboard. 1. Lobe lift + rocker ratio = GROSS valve lift. 2. 50 thousandths is .050”, not .005” (said it right, just wrote it wrong) 3. Duration @ .050 is measuring lift between points of .050” of TAPPET RISE, not valve lift. The distance the valve is open is determined by a combination of cam lobe lift AND rocker arm ratio. So .450” lobe lift + a 1.5:1 rocker ratio would give you a gross valve lift of .675”... and high lift cam with say .610” lobe lift and 1.7:1 rockers would give you 1.037” gross... better have it timed right or you’ll get piston/valve clash. Again, overall, great video. Love the channel. Lots of great info here. I’m personally just kinda petty when it comes to things like this.
i gave you a thumbs up.. i think the reason people give you a thumbs down is the same reason they give me one... because they have no freaking idea what they are watching... you put it into perspective for me with degree ing the camshaft... my brother has been trying to explain this to me for years... good video..
This man is showing the basics, no one in the world would have the patience to explain, this is a great tutorial for all, must give him his due respect he deserves.
People that couldn't learn anything past their 4th grade education lmao this stuff is more valuable then gold and I'm pretty sure he explains it so well my teenage son can learn it
Sir, you failed to mension how a tighter lobe separation like 108 or 110 vs a 114 can be used to help draw a better intake charge on an undervalved engine, like a 305/400 chevy v8. On having a large valve lift per a duration, isn't a bad thing! That is ASSuming the heads can handle the flow. You can always throw on a set of Rhoads vmax lifters to help bleed down the cam on the lower end.
The intake runner volume in the heads is also a factor... mainly flow numbers on the heads .100 increments to .700 - cubic inches I had a 302 SB chevrolet - 12:1 - gapless rings running only the top set of comp rings - short compression height pistons- 6in rods - Gave Dave Crower zero limits - didn't ask for a number told him the use... solid roller - 636 lift with 272 intake 278 exh on a 112 center. stock 186 chevrolet heads with 3 angle/blend and a bowl blending - I gave crower the flow numbers and car weight gear ratios etc... the engine made 518 at 6700 and had 350 ft# torque by 3500 rpm... irrelevant... the 69 Z28 it went in was street driven WITH EASE. it revved through the moon and made great vacuum for the power brakes and RS vacuum headlamps. ua-cam.com/video/e4BZbpTA_wI/v-deo.html
A video from 10 years, and last coment 7 years. When I am watching it, in 2024. I am actually in nature Latin-Hispanic understanding and speaking 3 languages. I may say this vid, is one of the gratest videos I've seen, and thanks to you Sr. I always have my own catch phrase. Like this. Do now, what in ten years, result of doing.... Keep up.
I love this video and will get around to watching the cam degree one soon. I need a cam recommendation. Setup: 86 El Camino -- Engine: 305 roller-block bored .030 over (311); Cam: COMP 08-501-8 (D @.050: 212/218; Lobe Sep: 112; D: 264/269; Val Lift: .488/.495; Pwr Range: 1200-5200); Heads: Casting #: 14102193 (64 CC); Transmission: 700R4; Diff Gears: 3.42; Tires: 205/75 R14; Carb: Edelbrock 1406 (600 CFM); Ignition: MSD 6A w/ HEI distributor. -- The a/c, smog accessories and computer have been removed. I had the car dyno'd recently and the output was way lower than I anticipated. The tech stated that I had too much cam for the small displacement and that the cam's duration was good for mid-range to high end power (max 6000 rpm), but not for low-end power. My takeoffs suck. I now have some freshly machined 305 heads (14014416 --58cc). What size cam would you recommend for this setup to maximize its HP/TQ output?
I'm trying to learn as much as I can before building a 327 for my next project. I've done a few simple rebuilds, but they were all limited to rings, bearings and valve jobs. I AM BE NO MEANS WELL VERSED ON THIS SUBJECT, but I AM an engineer. Overall, I thought that this video was very informative, but felt that the explanation of Lobe Centerline Angle was misleading. He accurately describes what determines the lobe centerline, but I believe that he fell considerablely short describing WHAT the angle refers to. With his finger, he draws a line from the top of the centerline to the bottom and then relates that as the angle. This in incorrect! What he described and the WAY he described it, should be 180 degrees (of absolutely no consequence). I believe that the ANGLE that he described SHOULD have been that lobe centerline relative to the piston TDC!
Hey i have a 6.0 LS2 GTO. I believe its a 361 Cubic Inch. The cam I have for it is a 235/240, .629"/615" 111LSA. What is your opinion on this particular Camshaft Myvingtageiron7512? is it considered to be a big cam, or some would say as big as should go? or is this considered a small cam for this size motor? Thank You in Advanced
While watching this video, I kept thinking what’s the big deal. It’s not rocket science. After reading some of the comments I fully understand what the big deal is. For the person that’s new to Engine building it can seem quite complicated. But with caring people like vintage iron around to explain and simplify the process, there’s no excuse for being ignorant. Well no excuse when it comes to camshafts. Some folks treat ignorance like it is a desirable virtue. Like the idiot that was asked about what was his main goal for a new cam, he actually told the parts counter guy that he wants a cam that sounds badass. WTF PEOPLE. With the rocket science issue out of the way, the next challenge is brain surgery. The best example is the typical Chevy builder that says shit so stupid, it’s actually embarrassing to witness it. When Mr.Goodwrench was asked about his cam, the reply was “YEP , SHES GOT ONE OF THEM THREE QUARTER RACE CAMS IN HER”. Forget brain science and rocket surgery. I need to know what a 3/4 race cam is. How does it compare to a full race cam ? The only thing that I know for sure is that the person that said ignorance is bliss should be executed for excessive ignorance. And the beat goes on....
Someone needs to make a Google app to match camshaft to heads, valves/springs ect, Will a xm296 camshaft be a good match for a machined 320cc bbc 2.25 in 1.88 ex? Also running efi 40lb injectors. 496bbc
Bruhda ,,,,! Thank you so much for every one of your video's. We're you a machinist for the navy by chance. I'm a steam valves mechanic, and the best machinist I've ever worked with came from Navy Training. You seem to fit this mold. You make it look easy. Maybe it is to you. But your info helps the rest of us pull off nice builds at home. Thank you !!!!!
Why isn't the lobe separation simply the difference in degrees between the intake and exhaust lobes? ie his example 118-104 would be a 14 degree overlap. Using his formula, if the lobes were 120 and 102 instead of 118 and 104, then the equation would still spit out the same number as he got even, though the overlap has decreased by 4 degrees assuming the lobes duration isn't changed. Am I missing something?
Any recommendations for me I have a 5.7 LS1 in California looking to make 400hp (Only engine mods: LS6 Intake manifold, K&N cold air intake,LT1 radiator, diablo 91 tune)
Anyone please answer..... I replaced my street bike (sohc)with 10mm lift cam instead of 5mm lift. But the results are poor than the stock. Upgrade big carbs too and increased the compression ratio also. please support...
You doubled the valve lift but didn't accommodate the rest of the factors such as cylinder head port volume, crankshaft/ piston stroke. Higher lift camshafts aren't always more efficient when paired with components with inadequate air flow. An engine is *LITERALLY* an air pump. Apparently your engine isn't adequate for the higher lift. I'd put the old cam back in and seek other ways to make extra power such as water/methanol injection. 🇺🇸🦅🏁
Kyle Love I noted VVA model cam shaft in Yamaha R15 v3. In that the ports are same but the valve lift changes at low rpm and high rpm range. How does it works
My next question is, if I change my camshaft, does it mean my clearances in the cylinder will change, or my valve reliefs need to be different? Does this matter? I assume my valves won’t be open when it’s at TDC anyways? I’m new to engine building, so this is all a learning experience. If he answers this question in the video, I haven’t got to it yet. Don’t answer if so, lol.
So, if I heard right, a larger LSA means smoother idle and increased low-end torque? As the duration increases, the performance changes, but I missed in just what way. Out of my league there.
Hi, I know this is a old video but I have a question. So lift you said is measured at the valve but what if the rocker ratio you have is something like a 1:1.5. Would that change anything and also if you have one rocker ratio and you change it to something else, would you still measure lift at the valve. Sorry if this sounds like a dumb question, I have got lots to learn and want to get into engine building. Love your very information videos by the way.
Can I run a camel hump head without the accessory holes with a xe284h cam on a 350 or can I use the 400 small block Chevy heads on the 350 with the same cam xe284 what would you recommend
At 5:00 - 5:04 you are a bit confusing, i thought that on pushrod engines the cam "nose" remains constant "limited by cam bore/ lobe installation clearance", the lift increases as the base circle decreases circumfrence, valve lash is adjusted "measured" at the cam "heel" that is of course the "base circle". You have great vids, thanks
Very good video two thumbs for a very complex subject. Should have said that you just scratched the surface of what came do. And you know to big a lift can cause more damage than bad running.
Hay man im building a sbc 400 and my mecheen shop guy sed i should go with a 5.7 rod instead of the stock 5.56 do u have a video with anything somewhat like . Id sure like to no more the benifit is
hi im firestar and i have a 1993 s10 v6 2.8lt and i want it to be louder but dont wanna use a crappy fartcan muffler is their any way you could tell ke what a good camshaft is thst could make it louder
how can I get a hold of you ? I have an engine I am starting to build and I would like to run a few things by you before I start. I live in Maricopa AZ, and I would love to visit your shop if possible.
Probably the clearest you could of explained things, I kinda already knew what I was getting myself into, for sure now I'll be double checking everything I put into my motors 👌🏽
I thought this was a great video. I now feel less stupid . that's what I was hoping for. I look forward to more lessons for us guys who just nod their head and act like they know what the fu#k our buddies are talking about.
I was under the impression a lower LSA narrows the power band increasing peak torque lower in rpm due to higher cylinder pressure at the expense of vacuum at idle due to reversion. Wide LSA widens the power band at the expense of peak torque being lower and at a higher rpm.
why does the cam shaft run @ half the speed if the crankshaft, also trying to understand this in relation of a radial-aircraft engine in which the cam wheel runs @ 1/8 the crankshaft.
Hello! :D I don't think you ever posted a video on cam degreeing like you said you would in this video?? I just looked through your videos and perhaps i missed it. I can find such information other places i guess, but it would just go well together with this video on my playlist and all :D Have a nice day.
Thank you for the in-depth description of cam identification. I had that classic question of what is a 264, 272, 280 camshaft. now that i have a better understanding of camshafts i should be able to make my camshaft purchase a lot more smarter. MUCH APPRECIATED!!
i have mivec and the cams has two lobe profiles. and my lobes look a little worn. my rpm limit seems to have dropped from 8k to about 7.3k would this be one of the causes ?
I got a 96 tahoe with a 5.7 vortec, and I want to have it as my daily driver and be able to street race if I want to, how much horsepower do u think would be good for that?
Great video. My only suggestion would be to re-explain your ILC & ELC centrelines as your drawing and explanation weren't clear. The drawing looked to be that there were 180 degrees between the ILC and the cam centreline and between the ELC and the cam centreline. I think you just forgot to mention that these values are in relation to ATDC (after top dead centre) and BTDC (before top dead centre) of the crank shaft.
I'm very familiar with all that was covered in this video. Having said that, this is about the best video I've ever seen explaining camshafts, and what they do in your engine. A must watch for anyone looking to educate themselves. Excellent, excellent video! Thanks
you said that camshaft lift is how far the valve opens, it was my understanding that lift on the cam is how far it pushes the lifter up, because actual total valve lift also depends on the rocker ratio. am i correct in that or is there more to it?
Thanks, starting to make sense! So, bigger the lobe separation, smoother the idle?? And bigger the torque, right?? Smaller the lobe separation, higher the RPM/ power, and rougher idle, right?? Now, I am looking for stage 2. cam= performance camshaft to my old Mustang 3.8 litre V6/ 2004, having a hard time finding it, even used one?? Have seen few examples here in youtube, one guy had .480/ .480 lift in his 3.8, sounded great, and yes, had a rough idle!! So, I want that, I don't know, how much power I will gain, depens of duration/ lobe separation too, right?? How do I know the heads maximal flow number, does manufactures give you that number?? I am planning to port those intake port a bit anyway, and put headers, of course, could you advise me, if that .480 camshaft would be the best in my Pony, looking for rough sound, and of course more power. Maybe adding supercharger in my engine too, does it make difference, how to pick camshaft also?? I would think so, you are a great teacher, thanks a lot,....even before hand !!!=)
I really like your videos, i have actually learned a few things about Camshaft timing and I also enjoyed your video on maximum engine speed, that was very informative. I can understand now why a lot of newer overhead cam engines have variable valve timing that changes the relationship of the intake and exhaust cams so that you can have more or less valve overlap at higher RPMs. so you can have a little bit of both worlds, a little better emissions, fuel economy and low end torque of wide valve overlap, and then once you bring the revs up you can have some narrower lobe separation for exhaust scavenging for higher RPM.
I have a 5spd 89 5.0 mustang bored .040 over with Gt40p heads, cobra intake with (ported) lower, CAI, 70mm Tb, underdrive pulley, BBk headers, electric fans, and 3:73 gears. What cam would you recommend? I still want good drivability with a noticeable idle but not rough, just enough to know it has a cam in it. I was thinking about the Trick Flow stage 1 or the Crane cams 2031, which cam do you think will work the best? and if not these cams, what cam would you suggest for my setup?
Hi I lookt at all your 383 bildt really really good I learn a lot, but I really don´t now what kind of camshaft ill be needed could you recomend one? Its a scb 10,3-1 comp 6"rods forged pistons, alluminum head, 210 intake vo,l 0,575 lift its for street use rough ideling needed btw its a corvette,thank you anyway //sverre
You should also talk about how everyone is measuring adv duration at different points. Crane and SAE manufacturer measures their advertised duration at .004s (the gold standard), Comp Cams measures theirs a at .006s (compared to .004s measuring Comps Cam their adv duration # should be 10 degrees MORE), Isky measures theirs at .008s. Comp Cams best cam line is the Xtreme cam line I just add 10 more degree to their adv # to get a better idea what Comp Cams actually has. The less spread you have between .004s and .050s is best. Crane called this hydraulic intensity. If this is coupled with more valve lift vs another cam that is great. Narrow lobe separation also help engines that don't have enough valve in them like chevy 305 and 400 engines, like 108 or 110 LCA just make sure the exhaust is set up good (headers). 112-114 lca Wide lope separations are great from engines that have VERY large valves in them like the Chevy BB 396-454, and the Pontiac SOHC 6 engines. Crane cam does have a Energizer cam line that uses 110 LCA like Comp Cams ( they got it from another company they brought out a while ago).
Ok...it an excellent domenstration..an eye opener on camshafts behavior. And understand from this how know if want a rough lumby idle or smooth idle. Foe example if I had a 364ci l92 heads lsx engine and I want a smooth stealthy+strong performer stick,,is that possible?
I'm currently buying a 351w crate engine based at around 450 hp and similar torque using dart pro1 heads it will be going into a 95f150 used for a weekend cruiser and will see some track time every once in a while. The cam they chose is a Howards roller cam .533 intake .544 exhaust duration at .050 is 225/231 with a 112 lobe separation. Is this a good choice? If you need more info let me know.
This is absolutely fascinating... Amazing, well explained information. If I wanted to go with an aftermarket cam, say one that makes a bit of power but is still possible to daily drive would a lingenfelter GT 12 cam be any good? Specs are 227/235 duration @ .050 lift - .614/.621 lift with 1.7 rocker 115 CL. And what heads should I use? The engine is an ls1 in a 99 vette
what I don't get is when you come to 14:55 and start explaining how calculating the degrees of the ILC-line and the ELC-line you add these together and divide the outcome by 2. But in my head the total of a circle is 360 degrees, so if you add up ILC and ELC which is just two parts of a circle. shouldn't the lobe separation be the third part of the full circle? Therefore if you have an ILC&ELC of let's say 104 & 118=222. The math in my head says it then should be 360 degrees minus 222 degrees = 138 degrees lobe separation. please correct me if I'm totally off the course here and why o am so. because to me it wasn't that clear in your instruction. Other than that your videos are all great! :D
You are forgetting one very important thing the camshaft turns half the speed of the crankshaft or half the degrees of the crankshaft the cam gear is twice as big as the crank gear for every 360 rotation of the crankshaft the cam turns 180 therefore we must Divide by 2 to get the correct spec Thanks
I'm sorta grasping this while looking at my cam card. I just can't tell how good of a cam I have. I have a lunati voodoo with .540in./.552ex. lift, 112 separation, and 219 in./227 ex. duration at .050 tappet lift. Anyone have feeling on that. This is in a 351 Cleveland.
nicholas savage personally in my build (69 chevelle w/ 355) I'm going for low end torque because that's mainly where my rpms will be at, its going to be a driver with some cruising and fun on the back roads. with my powerband being 1500-4500 or so my cam is 444/466 lift and 107/117 center with 214/224 duration, plus my heads are factory heads so i can't go more with lift. Just depends on what you want the 351 to be. You obviously don't need 600 lift for my purposes.
hello my name is randy. and i have a 1979 chevy 350 small block pick up and im very new at this im trying building a street rod truck...and im going with Promax performance kit.. it has Chevy Vortec 185cc Cylinder Heads include 2.02" intake/1.60" exhaust valves, valve springs with .575" max lift for hydraulic flat tappet camshafts or .500" max lift for hydraulic roller camshafts, 3/8" screw-in studs, and guideplates. and i dont no what Flathead cam to go with ? i want a lil more biger then a rv cam what do it or go with
Awesome awesome awesome, thanks man! Are you an automotive instructor by any chance? Website possibly? Last question, I notice you have a lot of Chevy engine build videos, any 302 or better yet 331 stroker builds? If you don't have any videos, could you suggest a good one? Thanks again, off to watch more of your vids!
How do I know if 1.5 or 1.6 ratio rockers would be better. 383 chevy with AFR 195cc heads. Cam has .502/.510 lift with 1.5 ratio rockers. Will those heads support 1.6 ratio rockers?
In a nutshell..................When you see a supercharged engine at the race track[Donovan,Keith Black etc.] spitting flames, the overlap is so close together it is literally blowing combustion out the exhaust pipe. A digger[Rail dragster] is awesome at night. Most current factory stock piston engine vehicles operate at about 85% volumetric efficiency. A purpose built racing formula one type Honda, Renault, or some other specialty engine can achieve over 100% V-E in a particular portion of it's operating range. And can create a HP peak at over 20 K rpm. Variable valve timing will outperform fixed timing for the valve train too. A new school V-8 with variable cam will beat old school, New V-8's are also capable to be boosted and adding Nitrous and having detonation sensors to pull timing. New small and big inch blocks with electronic engine management Will outperform the legends of the 1960's and SURVIVE without having to run on the ragged edge of destruction. On your comment below, on a certain engine responding well to forced induction. If correctly manged, ANY engine will respond positively with forced induction.
I feel like I just enrolled into a technical school and this is lesson 1, great job! I learned a lot in this half hour.
7 people are still trying to figure out what a cam is! How in the heck can anybody give this a "thumbs down"? I would like to see them try to explain this any better, I don't believe it can be done.
I agree, the people that do not understand this now are the people went to the doctor because they say big lumps like that on their shafts. If your pecker looks like a camshaft, you have problems!! lol
@@michaelkennedy2528 AMEN!!!
@Randy Wiesendanger lol
@@michaelkennedy2528 What if your camshaft looks like a pecker?????
Best explained indeed!!
Someone give this guy a T.V show Damn he's good
man were has this guy been , when I started learning in the 80's you had to know a guy to teach you and it was much harder to gain information . so yeah we learned the hard way. people just don't know how good they have it now days.
Haha I was thinking the same thing! I broke a lot of parts back in the day...lol
It's true That big duration cams have a min static compression ratio requirement this is because at low rpm's big duration cams will produce low dynamic (running) compression ratio the valves stay open so long that they allow compression pressure to bleed out of the cylinder if your static compression ratio is to low it will not support combustion and the engine will want to die out at idle, on the issue of flat tappet cam life I do have a video where I go into detail on that. I will say however that the cam profiles have gotten much more aggressive but the biggest factor is still the oil high Zinc (ZDDP) content is the key I use Joe Gibbs oil with flat tappets and have never had a flat tappet cam failure while running it I figure if It's good enough for NASCAR It will work for me
+myvintageiron7512
Thanks for the info. Very well explained. As a back yard mechanic, I purchased an 04 Sierra. I would like to transplant the 4.8 into my 88 Cheyenne 1/2 ton. With great power #s for these motors, I'm hoping to up the performance. I'd like to home port the heads, install headers cam, higher stall converter, & 3.73s with 15" 60 series tires. Also down the road a power adder like nitrous or a turbo. I'm still fuzzy on LSA. & there are so many cams available. I'm not looking for 7-8000 rpm but the 4.8 is down on torque hence the higher stall. Any recommendations on what to OR not to do during selection?
I've seen 4.8s with fantastic performance & I'd like to get in on the fun. Thanks again for the vids.
hello, myvintageiron i have a cam quistion that i seem too keep getting different answers in ur opinion for a low rpm truck cam will a daul pattern cam with a ten degree split make more torque or a single pattern ?whats ur take on this trying to decide between two cams.thank u
What is Min. Static compression ratio sir? Can you please explain. Thanks
There are instances when you can run too much duration, if you have an old race motor you want to run on the street. Put a big duration cam in to bleed off compression so you can run 93 octane instead of AV gas. Not optimal, but serves a purpose.
LSA is referred to as overlap. A small 106 LSA means the intake/exhaust openings are closer together, rougher idle, higher peak RPM power (for racing), where a wider LSA (115) example is exhaust/intake opening is further apart lower peak RPM power (more streetable better idle).
great video....you sir are a great teacher
great explanation. Ever heard of "the more you seem to learn the more you realize you don't know"?
Oh yea I live that every day
@@Myvintageiron7512 I'm reminded everytime I watch another 1 of your videos lol I don't think you've made a video that I didn't walk away from without learning something new and enjoyed every sec of it! As usual brother another awesome video, thanks for taking the time!
Perhaps it sounds better this way: the more you learn, the better questions you get to ask, but... you never really get to stop asking questions.
I'm always learning something, and sifting about for nuggets on one topic or another.
I've watched HUNDREDS of videos for many different reasons.MOST show just enough for someone with little to no experience. that, more often than not causes some kind of damage.Only two that i have found,actually covers all grounds that perhaps could teach a class. WHAT,WHY,HOW,WHERE,REASON AND PURPOSE W/ a dash of HOW TO. They are, Eric thy car guy and this gentleman here.My hat's off to you guys.I believe,in order to prosper you have got to help other.Just a thought from a UA-cam idiot.
Oh now I'm blushing!
dude i swear he made this video just for me cause i sure called summit racing and said im looking to get a cam for a 454 the guy ask me what do you want the engine to do. i said i want it to sound bad ass..he said it dont work like that and i never knew what he meant until i saw this video so i must agree this guy and eric the car guy really breaks this down so it makes sense and i understand everything he said..thumbs up from upstate NY
CONCRETE MONEY I am surprised they didn't just sell you a thumper cam haha
Havak37 i would have bought it too..but i know better now im pulling this 454 out of a c-30 and its going in a c-10 its in very good shape and low miles..i think ill leave it be till i get the money to go through the whole thing. i just love the sound of a camed big block flowing through 40 series flowmasters..thats some good exhaust porn there
i very rarely comment or like videos.. but the effort put into this one certainly deserves infinite positive feedback!... you certainly did not waste 27mins of your life duration ;) . Thank You
Never watched your videos before but I feel like you helped connect the dots for me in visualizing how everything works. Definitely going to check out everything else you've produced.
Yes that is true but like I said this video is really just about what the cam specs mean if we bring up everything I didn't say we could probably write a book thanks for posting
I wish you would lol David Vizard look out....I'd totally buy a copy
No question about it forced induction would have worked amazingly well on the Boss heads an engine is pretty much a big air pump more = more power
Great video, learned a lot in short time! Thank‘s for the work you put in to help people out,👍 thumbs up 👍
Thank you for taking the time to sit and break this down. Engine building is something I’ve always been fascinated by and something I plan on getting into in the near future but I’m a profectionist and I put all aspect of something together before I actually start doing something. This video was extremely helpful and really explained the every detail that I needed. I look forward to your future videos.
“Profectionist”
Lol ironic
So what did you build?
It makes perfect sense the cylinder heads will leak out the air it’s susposed to be feeding if the cam is too big, thanks for explaining this
Great training video. Thank you so much for taking the time and effort to put this together and post it. I learned a lot.
Can we use LSA cam in sbc gen 1? For exp. Btr stage 4 LSA blower in sbc gen 1 383 directly? Is there a difference between LS motor Cams and small block chevy Generation 1, 383?
Learned more here in 30 min than I ever did in high school auto shop.. thank you!!
I have a 488/510 lift cam, 234/244 duration, 112 lsa ...what valve springs do I need and will I have enough clearance? For a 350 v8
hey man u made a mistake i thought i would point just to make sure watchers are not getting the wrong idea. A cam shaft with shorter lobe separation e.g. 106 degrees would expect an increase in low rpm torque. while a cam with longer lobe separation like 114 degrees would experience more high end torque.
DangerZONEpixel very true, I think he just got muddled..
Holy crap. The best explanation video I've seen by far. I've been looking for a video like this to pass around to people when asked. I'll definitely share. Keep up the good work and thank you!
Best explanation of Camshaft specifications I have ever seen! He completely goes over each portion of a Cam Card without wandering off into dry and unnecessary tech speak. I have been wrenching and driving classic cars for over 30 years. This is by FAR the best explanation on this topic. Bravo sir!!!
Nice information thanks..
What if you have a turbo or supercharger to put more air in to engine ? Is these stil the problem .. what abolt the piston meet the valve ? Is it posible ?
Valve lift is not cam lift. Valve lift= cam lobe lift*rocker arm ratio.
Overall good video.. noticed a few things that kinda scratched my chalkboard.
1. Lobe lift + rocker ratio = GROSS valve lift.
2. 50 thousandths is .050”,
not .005” (said it right, just wrote it wrong)
3. Duration @ .050 is measuring lift between points of .050” of TAPPET RISE, not valve lift. The distance the valve is open is determined by a combination of cam lobe lift AND rocker arm ratio. So .450” lobe lift + a 1.5:1 rocker ratio would give you a gross valve lift of .675”... and high lift cam with say .610” lobe lift and 1.7:1 rockers would give you 1.037” gross... better have it timed right or you’ll get piston/valve clash.
Again, overall, great video. Love the channel. Lots of great info here. I’m personally just kinda petty when it comes to things like this.
Well a lot of cams spec out as valve lift with stock (or whatever) rocker ratio
i gave you a thumbs up.. i think the reason people give you a thumbs down is the same reason they give me one... because they have no freaking idea what they are watching... you put it into perspective for me with degree ing the camshaft... my brother has been trying to explain this to me for years... good video..
Do u know if a 305 with a cam214@ 50 is a good cam
This man is showing the basics, no one in the world would have the patience to explain, this is a great tutorial for all, must give him his due respect he deserves.
Well said I agree
How does an educational video get dislikes??
Love your channel
People that couldn't learn anything past their 4th grade education lmao this stuff is more valuable then gold and I'm pretty sure he explains it so well my teenage son can learn it
Some people are just ignorant and rude. Their loss. Great info!
Thank you very much! very informative! I have read 50 magazine articles on this and never got it until now!
AWESOME video!!!! =) Thank you so much for making this.
Not a problem I think I will check him out and like I said were not done with this
Sir, you failed to mension how a tighter lobe separation like 108 or 110 vs a 114 can be used to help draw a better intake charge on an undervalved engine, like a 305/400 chevy v8. On having a large valve lift per a duration, isn't a bad thing! That is ASSuming the heads can handle the flow. You can always throw on a set of Rhoads vmax lifters to help bleed down the cam on the lower end.
i like it when guys put cam made to rev at 700 rpm and the intake good for 5500 :) ha ha ha ha
Simply a great video and explanation. I look forward to seeing the cam degreeing info.
The intake runner volume in the heads is also a factor... mainly flow numbers on the heads .100 increments to .700 - cubic inches
I had a 302 SB chevrolet - 12:1 - gapless rings running only the top set of comp rings - short compression height pistons- 6in rods - Gave Dave Crower zero limits - didn't ask for a number told him the use... solid roller - 636 lift with 272 intake 278 exh on a 112 center. stock 186 chevrolet heads with 3 angle/blend and a bowl blending - I gave crower the flow numbers and car weight gear ratios etc... the engine made 518 at 6700 and had 350 ft# torque by 3500 rpm... irrelevant... the 69 Z28 it went in was street driven WITH EASE. it revved through the moon and made great vacuum for the power brakes and RS vacuum headlamps. ua-cam.com/video/e4BZbpTA_wI/v-deo.html
A video from 10 years, and last coment 7 years. When I am watching it, in 2024.
I am actually in nature Latin-Hispanic understanding and speaking 3 languages.
I may say this vid, is one of the gratest videos I've seen, and thanks to you Sr. I always have my own catch phrase.
Like this.
Do now, what in ten years, result of doing....
Keep up.
I love this video and will get around to watching the cam degree one soon. I need a cam recommendation. Setup: 86 El Camino -- Engine: 305 roller-block bored .030 over (311); Cam: COMP 08-501-8 (D @.050: 212/218; Lobe Sep: 112; D: 264/269; Val Lift: .488/.495; Pwr Range: 1200-5200); Heads: Casting #: 14102193 (64 CC); Transmission: 700R4; Diff Gears: 3.42; Tires: 205/75 R14; Carb: Edelbrock 1406 (600 CFM); Ignition: MSD 6A w/ HEI distributor. -- The a/c, smog accessories and computer have been removed. I had the car dyno'd recently and the output was way lower than I anticipated. The tech stated that I had too much cam for the small displacement and that the cam's duration was good for mid-range to high end power (max 6000 rpm), but not for low-end power. My takeoffs suck. I now have some freshly machined 305 heads (14014416 --58cc). What size cam would you recommend for this setup to maximize its HP/TQ output?
Rocker arm ratios are a part of cam lift. I'm sure many do not know this. Great video
I'm trying to learn as much as I can before building a 327 for my next project. I've done a few simple rebuilds, but they were all limited to rings, bearings and valve jobs. I AM BE NO MEANS WELL VERSED ON THIS SUBJECT, but I AM an engineer. Overall, I thought that this video was very informative, but felt that the explanation of Lobe Centerline Angle was misleading. He accurately describes what determines the lobe centerline, but I believe that he fell considerablely short describing WHAT the angle refers to. With his finger, he draws a line from the top of the centerline to the bottom and then relates that as the angle. This in incorrect! What he described and the WAY he described it, should be 180 degrees (of absolutely no consequence). I believe that the ANGLE that he described SHOULD have been that lobe centerline relative to the piston TDC!
Hey i have a 6.0 LS2 GTO. I believe its a 361 Cubic Inch. The cam I have for it is a 235/240, .629"/615" 111LSA. What is your opinion on this particular Camshaft Myvingtageiron7512? is it considered to be a big cam, or some would say as big as should go? or is this considered a small cam for this size motor? Thank You in Advanced
While watching this video, I kept thinking what’s the big deal. It’s not rocket science. After reading some of the comments I fully understand what the big deal is.
For the person that’s new to Engine building it can seem quite complicated. But with caring people like vintage iron around to explain and simplify the process, there’s no excuse for being ignorant. Well no excuse when it comes to camshafts. Some folks treat ignorance like it is a desirable virtue.
Like the idiot that was asked about what was his main goal for a new cam, he actually told the parts counter guy that he wants a cam that sounds badass. WTF PEOPLE.
With the rocket science issue out of the way, the next challenge is brain surgery. The best example is the typical Chevy builder that says shit so stupid, it’s actually embarrassing to witness it. When Mr.Goodwrench was asked about his cam, the reply was “YEP , SHES GOT ONE OF THEM THREE QUARTER RACE CAMS IN HER”. Forget brain science and rocket surgery. I need to know what a 3/4 race cam is. How does it compare to a full race cam ?
The only thing that I know for sure is that the person that said ignorance is bliss should be executed for excessive ignorance.
And the beat goes on....
Someone needs to make a Google app to match camshaft to heads, valves/springs ect, Will a xm296 camshaft be a good match for a machined 320cc bbc 2.25 in 1.88 ex? Also running efi 40lb injectors. 496bbc
Bruhda ,,,,! Thank you so much for every one of your video's. We're you a machinist for the navy by chance. I'm a steam valves mechanic, and the best machinist I've ever worked with came from Navy Training. You seem to fit this mold. You make it look easy. Maybe it is to you. But your info helps the rest of us pull off nice builds at home. Thank you !!!!!
Absolutely GREAT video. Only one quibble, 50 thou = .050 inches, not .005 inches. Definitely looking forward to you cam degreeing video.
Why isn't the lobe separation simply the difference in degrees between the intake and exhaust lobes? ie his example 118-104 would be a 14 degree overlap. Using his formula, if the lobes were 120 and 102 instead of 118 and 104, then the equation would still spit out the same number as he got even, though the overlap has decreased by 4 degrees assuming the lobes duration isn't changed. Am I missing something?
Any recommendations for me I have a 5.7 LS1 in California looking to make 400hp
(Only engine mods: LS6 Intake manifold, K&N cold air intake,LT1 radiator, diablo 91 tune)
Anyone please answer.....
I replaced my street bike (sohc)with 10mm lift cam instead of 5mm lift. But the results are poor than the stock. Upgrade big carbs too and increased the compression ratio also.
please support...
You doubled the valve lift but didn't accommodate the rest of the factors such as cylinder head port volume, crankshaft/ piston stroke.
Higher lift camshafts aren't always more efficient when paired with components with inadequate air flow.
An engine is *LITERALLY* an air pump. Apparently your engine isn't adequate for the higher lift. I'd put the old cam back in and seek other ways to make extra power such as water/methanol injection. 🇺🇸🦅🏁
Kyle Love thanks 🙏 for your suggestion... IL update it soon
The cam has to match the head flow to much lift will give negative effects
you nailed it good answer
Kyle Love I noted VVA model cam shaft in Yamaha R15 v3. In that the ports are same but the valve lift changes at low rpm and high rpm range. How does it works
My next question is, if I change my camshaft, does it mean my clearances in the cylinder will change, or my valve reliefs need to be different? Does this matter? I assume my valves won’t be open when it’s at TDC anyways? I’m new to engine building, so this is all a learning experience. If he answers this question in the video, I haven’t got to it yet. Don’t answer if so, lol.
So, if I heard right, a larger LSA means smoother idle and increased low-end torque? As the duration increases, the performance changes, but I missed in just what way. Out of my league there.
Hi, I know this is a old video but I have a question. So lift you said is measured at the valve but what if the rocker ratio you have is something like a 1:1.5. Would that change anything and also if you have one rocker ratio and you change it to something else, would you still measure lift at the valve. Sorry if this sounds like a dumb question, I have got lots to learn and want to get into engine building. Love your very information videos by the way.
Can I run a camel hump head without the accessory holes with a xe284h cam on a 350 or can I use the 400 small block Chevy heads on the 350 with the same cam xe284 what would you recommend
Thanks......now i have a bunch or questions about fluid dynamics!!
Great video, very informative
At 5:00 - 5:04 you are a bit confusing, i thought that on pushrod engines the cam "nose" remains constant "limited by cam bore/ lobe installation clearance", the lift increases as the base circle decreases circumfrence, valve lash is adjusted "measured" at the cam "heel" that is of course the "base circle". You have great vids, thanks
Very good video two thumbs for a very complex subject. Should have said that you just scratched the surface of what came do. And you know to big a lift can cause more damage than bad running.
Hay man im building a sbc 400 and my mecheen shop guy sed i should go with a 5.7 rod instead of the stock 5.56 do u have a video with anything somewhat like . Id sure like to no more the benifit is
Vintage: I know you don't understand entirely
Wrong sir you explained everything flawlessly, great teachers are hard to come by
hi im firestar and i have a 1993 s10 v6 2.8lt and i want it to be louder but dont wanna use a crappy fartcan muffler is their any way you could tell ke what a good camshaft is thst could make it louder
i have a stock 350 TBI block with vortec head's. what's the best cam to put in it? looking at option's for a little more power. thanks.
how can I get a hold of you ? I have an engine I am starting to build and I would like to run a few things by you before I start. I live in Maricopa AZ, and I would love to visit your shop if possible.
Probably the clearest you could of explained things, I kinda already knew what I was getting myself into, for sure now I'll be double checking everything I put into my motors 👌🏽
Do u know if a 305 with a cam214@ 50 is a good cam
I thought this was a great video. I now feel less stupid . that's what I was hoping for. I look forward to more lessons for us guys who just nod their head and act like they know what the fu#k our buddies are talking about.
I was under the impression a lower LSA narrows the power band increasing peak torque lower in rpm due to higher cylinder pressure at the expense of vacuum at idle due to reversion. Wide LSA widens the power band at the expense of peak torque being lower and at a higher rpm.
why does the cam shaft run @ half the speed if the crankshaft, also trying to understand this in relation of a radial-aircraft engine in which the cam wheel runs @ 1/8 the crankshaft.
Hello! :D I don't think you ever posted a video on cam degreeing like you said you would in this video?? I just looked through your videos and perhaps i missed it. I can find such information other places i guess, but it would just go well together with this video on my playlist and all :D Have a nice day.
Thank you for the in-depth description of cam identification. I had that classic question of what is a 264, 272, 280 camshaft. now that i have a better understanding of camshafts i should be able to make my camshaft purchase a lot more smarter. MUCH APPRECIATED!!
man this was such a good video. thank you man. its very well explained
i have mivec and the cams has two lobe profiles. and my lobes look a
little worn. my rpm limit seems to have dropped from 8k to about 7.3k would this be one of the causes ?
I got a 96 tahoe with a 5.7 vortec, and I want to have it as my daily driver and be able to street race if I want to, how much horsepower do u think would be good for that?
So what all of these means is let a great engine builder build your engine. So you don’t throw money away buy jacking your shit up.
Great video. My only suggestion would be to re-explain your ILC & ELC centrelines as your drawing and explanation weren't clear. The drawing looked to be that there were 180 degrees between the ILC and the cam centreline and between the ELC and the cam centreline. I think you just forgot to mention that these values are in relation to ATDC (after top dead centre) and BTDC (before top dead centre) of the crank shaft.
Hope you continue to teach. You should teach basic mechanical engineering principles!!!
just one question, what does CFM means eg. 500 CFM .. is it a short for circumference, a unit of measure or?
So degreeing a camshaft your just checking to be sure the cam is the one you bought right? Because the cam chain and the sprockets are not varibles???
Hi will like you to recommend a cam for 305 chevy . sound good and used daily carr . Thanks so much amigo..
Cam lobe lift does not necessarily mean an equal number of valve lift. It would depend on the rocker design.
great video man! good info, and excellent instructional skills!
Hot Rod Pete did a pretty technical vid on cam specs.
I don't want to cause trouble so feel free to delete this
Engine Building Part 5: Camshafts
I'm very familiar with all that was covered in this video. Having said that, this is about the best video I've ever seen explaining camshafts, and what they do in your engine. A must watch for anyone looking to educate themselves. Excellent, excellent video!
Thanks
you said that camshaft lift is how far the valve opens, it was my understanding that lift on the cam is how far it pushes the lifter up, because actual total valve lift also depends on the rocker ratio. am i correct in that or is there more to it?
Best twenty seven min on utube. If you were across the table from me right now I would throw you a fin! Thanks. I know what I,m watching tonight.
excellent. All makes sense. Is a lobe always asymmetrical or can you have a quicker lift and slower fall?
Thanks, starting to make sense! So, bigger the lobe separation, smoother the idle?? And bigger the torque, right?? Smaller the lobe separation, higher the RPM/ power, and rougher idle, right?? Now, I am looking for stage 2. cam= performance camshaft to my old Mustang 3.8 litre V6/ 2004, having a hard time finding it, even used one?? Have seen few examples here in youtube, one guy had .480/ .480 lift in his 3.8, sounded great, and yes, had a rough idle!! So, I want that, I don't know, how much power I will gain, depens of duration/ lobe separation too, right?? How do I know the heads maximal flow number, does manufactures give you that number?? I am planning to port those intake port a bit anyway, and put headers, of course, could you advise me, if that .480 camshaft would be the best in my Pony, looking for rough sound, and of course more power. Maybe adding supercharger in my engine too, does it make difference, how to pick camshaft also?? I would think so, you are a great teacher, thanks a lot,....even before hand !!!=)
I really like your videos, i have actually learned a few things about Camshaft timing and I also enjoyed your video on maximum engine speed, that was very informative. I can understand now why a lot of newer overhead cam engines have variable valve timing that changes the relationship of the intake and exhaust cams so that you can have more or less valve overlap at higher RPMs. so you can have a little bit of both worlds, a little better emissions, fuel economy and low end torque of wide valve overlap, and then once you bring the revs up you can have some narrower lobe separation for exhaust scavenging for higher RPM.
I have a 5spd 89 5.0 mustang bored .040 over with Gt40p heads, cobra intake with (ported) lower, CAI, 70mm Tb, underdrive pulley, BBk headers, electric fans, and 3:73 gears. What cam would you recommend? I still want good drivability with a noticeable idle but not rough, just enough to know it has a cam in it. I was thinking about the Trick Flow stage 1 or the Crane cams 2031, which cam do you think will work the best? and if not these cams, what cam would you suggest for my setup?
Wow I never knew how important the cam was to the performance of the engine..it is like the heart beat of the engine really the most important part..
Hi I lookt at all your 383 bildt really really good I learn a lot, but I really don´t now what kind of camshaft ill be needed could you recomend one?
Its a scb 10,3-1 comp 6"rods forged pistons, alluminum head, 210 intake vo,l 0,575 lift its for street use rough ideling needed btw its a corvette,thank you anyway //sverre
You should also talk about how everyone is measuring adv duration at different points. Crane and SAE manufacturer measures their advertised duration at .004s (the gold standard), Comp Cams measures theirs a at .006s (compared to .004s measuring Comps Cam their adv duration # should be 10 degrees MORE), Isky measures theirs at .008s. Comp Cams best cam line is the Xtreme cam line I just add 10 more degree to their adv # to get a better idea what Comp Cams actually has. The less spread you have between .004s and .050s is best. Crane called this hydraulic intensity. If this is coupled with more valve lift vs another cam that is great. Narrow lobe separation also help engines that don't have enough valve in them like chevy 305 and 400 engines, like 108 or 110 LCA just make sure the exhaust is set up good (headers). 112-114 lca Wide lope separations are great from engines that have VERY large valves in them like the Chevy BB 396-454, and the Pontiac SOHC 6 engines. Crane cam does have a Energizer cam line that uses 110 LCA like Comp Cams ( they got it from another company they brought out a while ago).
Ok...it an excellent domenstration..an eye opener on camshafts behavior.
And understand from this how know if want a rough lumby idle or smooth idle.
Foe example if I had a 364ci l92 heads lsx engine and I want a smooth stealthy+strong performer stick,,is that possible?
I'm currently buying a 351w crate engine based at around 450 hp and similar torque using dart pro1 heads it will be going into a 95f150 used for a weekend cruiser and will see some track time every once in a while. The cam they chose is a Howards roller cam
.533 intake .544 exhaust duration at .050 is 225/231 with a 112 lobe separation. Is this a good choice? If you need more info let me know.
This is absolutely fascinating... Amazing, well explained information. If I wanted to go with an aftermarket cam, say one that makes a bit of power but is still possible to daily drive would a lingenfelter GT 12 cam be any good? Specs are 227/235 duration @ .050 lift - .614/.621 lift with 1.7 rocker 115 CL. And what heads should I use? The engine is an ls1 in a 99 vette
what I don't get is when you come to 14:55 and start explaining how calculating the degrees of the ILC-line and the ELC-line you add these together and divide the outcome by 2. But in my head the total of a circle is 360 degrees, so if you add up ILC and ELC which is just two parts of a circle. shouldn't the lobe separation be the third part of the full circle? Therefore if you have an ILC&ELC of let's say 104 & 118=222. The math in my head says it then should be 360 degrees minus 222 degrees = 138 degrees lobe separation.
please correct me if I'm totally off the course here and why o am so. because to me it wasn't that clear in your instruction. Other than that your videos are all great! :D
You are forgetting one very important thing the camshaft turns half the speed of the crankshaft or half the degrees of the crankshaft the cam gear is twice as big as the crank gear for every 360 rotation of the crankshaft the cam turns 180 therefore we must Divide by 2 to get the correct spec Thanks
Isn't tighter lobe separation low end torque?
I'm sorta grasping this while looking at my cam card. I just can't tell how good of a cam I have. I have a lunati voodoo with .540in./.552ex. lift, 112 separation, and 219 in./227 ex. duration at .050 tappet lift. Anyone have feeling on that. This is in a 351 Cleveland.
nicholas savage personally in my build (69 chevelle w/ 355) I'm going for low end torque because that's mainly where my rpms will be at, its going to be a driver with some cruising and fun on the back roads. with my powerband being 1500-4500 or so my cam is 444/466 lift and 107/117 center with 214/224 duration, plus my heads are factory heads so i can't go more with lift. Just depends on what you want the 351 to be. You obviously don't need 600 lift for my purposes.
Had I been doing this demonstration..I'd had a blown up engine! Valve would have hit the piston and bad things happen.
Great video by the way!
hello my name is randy. and i have a 1979 chevy 350 small block pick up and im very new at this im trying building a street rod truck...and im going with Promax performance kit..
it has Chevy Vortec 185cc Cylinder Heads include 2.02" intake/1.60" exhaust valves, valve springs with .575" max lift for hydraulic flat tappet camshafts or .500" max lift for hydraulic roller camshafts, 3/8" screw-in studs, and guideplates. and i dont no what Flathead cam to go with ? i want a lil more biger then a rv cam what do it or go with
Awesome awesome awesome, thanks man! Are you an automotive instructor by any chance? Website possibly? Last question, I notice you have a lot of Chevy engine build videos, any 302 or better yet 331 stroker builds? If you don't have any videos, could you suggest a good one? Thanks again, off to watch more of your vids!
How do I know if 1.5 or 1.6 ratio rockers would be better. 383 chevy with AFR 195cc heads. Cam has .502/.510 lift with 1.5 ratio rockers. Will those heads support 1.6 ratio rockers?
In a nutshell..................When you see a supercharged engine at the race track[Donovan,Keith Black etc.] spitting flames, the overlap is so close together it is literally blowing combustion out the exhaust pipe. A digger[Rail dragster] is awesome at night.
Most current factory stock piston engine vehicles operate at about 85% volumetric efficiency. A purpose built racing formula one type Honda, Renault, or some other specialty engine can achieve over 100% V-E in a particular portion of it's operating range. And can create a HP peak at over 20 K rpm.
Variable valve timing will outperform fixed timing for the valve train too. A new school V-8 with variable cam will beat old school, New V-8's are also capable to be boosted and adding Nitrous and having detonation sensors to pull timing. New small and big inch blocks with electronic engine management Will outperform the legends of the 1960's and SURVIVE without having to run on the ragged edge of destruction.
On your comment below, on a certain engine responding well to forced induction. If correctly manged, ANY engine will respond positively with forced induction.