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Contents. OverviewThe camshaft can be thought of as the brain of the engine, and it has a very large effect on the amount of power an engine makes as well as where in the rpm range that power occurs. The main focus of this article will be on a conventional OHV (overhead valve), cam-in-block engine configuration using two valves per cylinder, as shown above. The valve trainMechanically speaking, the camshaft is linked to the crankshaft and turns 1/2 the speed of the crank.
As the cam turns, the eccentric-shaped cam lobe lifts and lowers a cam follower,. The lifter is linked to a fulcrum, or by a. The rocker arm directs the motion of the cam lobe to the valve, lifting the valve open and closing it shut with the aid of the valve spring(s).The shape of the cam lobe dictate when the valve opens and closes in relation to crankshaft position (aka the cam timing), and how far the valve is opened (aka the valve lift), as well as how long the valve is open and closed (aka the duration).This article assumes that the basics of how and what a camshaft does is understood. If further explanation or a refresher is needed, see. The article and video will make many of the ideas and terms used in this article much clearer.For some more advanced information on camshaft operation and definition the specs of a camshaft, see by Marlan Davis (Car Craft, December, 1998).
Camshaft specifications explained. When you look at the cam specifications card (typically referred to simply as a cam card), it will list several numbers that will dictate how this particular cam will operate in your engine. LiftThe valve lift is found by multiplying the lobe lift by the rocker arm ratio. Lobe lift is how far the lobe of the cam will move the lifter in a linear fashion. Lobe lift is measured by subtracting the base circle diameter from the maximum height of the eccentric (including the base circle). The lobe lift is ground into the cam, however the actual lift seen at the valve can be changed by using a different rocker arm ratio. Read more: by Jeff Smith (February, 2009 Chevy High Performance).
Port flowThe amount of lift that can be used by a particular head depends on how much flow the cylinder head ports can deliver and at what valve lift the port flow stops increasing. More lift is generally better, provided the valves, retainers, pushrods and springs are properly matched to the cam profile and rpm the engine will turn, and if the port flow will support the valve lift without the port 'stalling' or going into turbulence that keeps the flow from increasing. If head port flow stalls or starts decreasing above a certain lift, there is no reason to try to use more than that amount lift. But more lift is better, up to the point where the heads start losing flow.Head flow for common domestic head castings can be found. Heads are flow tested at different valve lifts, and many times the ports are tested at different amounts of 'depression' (usually measured in inches of water or 'in/H2O').
The results will be expressed as cubic foot per minute (CFM) of air flow. When comparing heads and their ports, be sure the depression is similar (28 in/H2O is a commonly used depression), or be prepared to convert the results from one depression to another depression, using a calculator.Another difference that is often found when comparing flow is the size of the cylinder the head is sitting over (a larger cylinder usually means better flow numbers). Some heads are wet flowed (the air is mixed with a fluid to simulate a working engine) while other heads are dry flowed (just air is used). And yet another difference that may be found is whether an intake manifold is in place during testing (rarely done), or if an exhaust tube is in place (more common), or if clay is used to radius the openings (fairly common). Unfortunately, these differences can make comparing different heads much more difficult.
DurationThis is the amount of time (stated in crankshaft degrees) that the cam will hold the valve open. Advertised duration is greater than duration at 0.050' lift, but the duration at 0.050' lift is more useful when comparing cams or estimating how the cam will perform.Some cams have the same duration and lift for the intake and exhaust valves. They are typically called single pattern cams. Those with different lift/duration numbers for the intake and exhaust are typically called split pattern or dual pattern. The seat-to-seat duration is ground into the cam and can't be altered without physically changing the camshaft lobe profile, although changing the rocker arm ratio changes the open duration a small amount.Increasing duration will tend to shift the power and torque curves upward.
Longer durations lend themselves to higher RPM operation, because at higher RPM the time the valve spends open is less than at lower RPM. Keeping the valves open longer (more duration) allows the cylinders to fill with more air/fuel mixture. Since the valve may be open considerably longer than the intake stroke, a lot of duration tends to reduce power and torque at lower RPM. At lower RPM the intake valve is open too long for maximum efficiency, because some of the air/fuel mixture gets pushed out with the exhaust, along with some air/fuel mixture getting pushed back into the intake manifold (called 'reversion').Another thing to remember is that larger engines tend to lessen the effect of having a a cam with more duration. The same duration cam in a small displacement engine will have a higher peak RPM than if it was installed in a larger displacement engine. A CHP magazine article comparing identical camshafts except for the LSA (along with comparing open vs. Split plenum intakes): Narrower LSA:A narrower LSA will increase overlap.
This has a tendency to increase engine output at lower RPM and decrease engine output at higher RPM. A narrower LSA tend to make less peak power but more average power.
Moves torque to lower RPM. Increases maximum torque.
Narrow power band. Builds higher cylinder pressure.
Increase chance of engine knock. Increase cranking compression. Increase effective compression. Idle vacuum is reduced. Idle quality suffers. Valve overlap Increases.
Natural EGR effect increases. Decreases piston-to-valve clearance Wider LSA:A wider LSA tend to make less peak power, but a broader powerband. Changing the LSA also changes the valve timing events; opening the exhaust valve sooner and closing the intake valve later, both of which affect how the engine ingests air. Raise torque to higher RPM. Reduces maximum torque. Broadens power band.
Reduce maximum cylinder pressure. Decrease chance of engine knock. Decrease cranking compression.
Decrease effective compression. Idle vacuum is increased. Idle quality improves. Valve overlap decreases. Natural EGR effect is reduced. Increases piston-to-valve clearance Overlap.
Area 1 is for street towing, 2 is regular street, 3 is street performance, 4 is street/strip, 5 is race, and 6 is Pro race.' Overlap' represents the amount of duration in camshaft degrees when both the exhaust and intake valves are open at the same time. For a single cam engine this factor is ground into the cam and can't be changed without physically altering the camshaft lobe profiles. On a dual overhead camshaft (DOHC) engine overlap can be altered with adjustable cam gears. Adjusting one or more cams closer to TDC increases overlap. Increasing duration at the same LSA will increase overlap.
Roller cam, left; flat tappet cam, rightTelling one from the other visually is relatively easy. The roller cam will have much more rounded lobes, like the big end of an egg. A flat tappet cam will be much more pointed, similar to the small end of an egg. Above is a hydraulic roller cam, the rounded lobes are readily appearant compared to the flat tappet cam to the right of it.
More at.Often roller cams will be made of steel and will be shiny instead of a flat black color of a flat tappet cam caused by the wear treatment it is given.Warning: Roller cams cannot use flat tappet lifters, and vice versa. Besides the possible mechanical interference between a flat tappet and a roller cam lobe, the timing events will be skewed much to badly for this to work. A roller lifter on a flat tappet lobe would have very little duration, a flat tappet on a roller lobe would have way too much duration, even if it could work without mechanical interference.
Cam 350 Software Crackers Download
Endure-X roller lifterComp Cams Endure-X roller lifter is designed specifically for street and marine use. The groove directs pressurized oil to the lobes and roller bearings to keep it alive at low rpm, because it is at low RPM that the roller lifter suffers from a lack of lubrication. Things that can 'frag' a camshaft and liftersSee: Custom camsChoosing a cam is often something that seems shrouded in mystery.
The manufacturers have a hundred years of technology to draw from and millions of dollars and man-hours expended on the research, development and testing of camshafts. They have used that experience to come up with thousands of lobe profiles and grinds that attempt to cover the whole broad spectrum of engines and applications.
It's possible that an off-the-shelf grind might be perfectly fine, but it can't hurt for you to look into a custom designed/ground camshaft if a particular combination falls between what's readily available. Most all the cam companies will set you up with a custom ground cam for a fee. And most companies have tech lines and web sites to help you pick the right grind.
Take the manufacturer's expertise and recommendations into account when deciding on a cam. Another ViewThis is no longer true. There happens to be a mathematical equation that you can use to calculate exact values for valve seat durations, net valve lift, rate of lift and lobe centerlines.
It has been around for years, and was written by Dick Jones, used by Mike Jones at Jones Cams, and written into an easy to use and inexpensive camshaft requirement software. It gives you the exact values for valve seat duration, durations @.014,.016,.018,.020,.050,.100,.200,.300,.400, net valve lift, cam lobe lift, lift @ TDC, lobe centerlines and profile footprint. It takes 3 to 4 minutes and has been proven to be accurate over the past 30 years. There is nothing as accurate. Controlled Induction camshaft requirement software guarantees it.
Simulation softwareAnother helpful item for choosing a cam is the free software offered by Comp Cam, called. It lets you compare how their different cams affect engine output. For more in-depth research, purchase some dyno simulation software like Desktop Dyno 2000 or DynoSim.
They allow you to alter the cam specs and the results are displayed graphically on a simulated dyno chart. To summarizeThe whole system has to match: carb, intake, head flow, exhaust, cam, torque converter stall speed, rear axle ratio, tire size, transmission ratios, and vehicle weight. Some of those things are already decided for you within a small range, like vehicle weight and transmission ratios, while others are easily altered like rear axle ratios and tire size.
Choosing a cam with this knowledge might make it a bit easier to understand the reasons why a professional engine builder might recommend a certain cam and it might help you make wiser decisions about your cams in the end. Either way, the right cam choice can make the difference between a well-sorted combination and a clumsy, finicky engine that won't put a smile on your face. Resources. from Elgin.
from Crane Cams Compression ratio calculators.Note: Some dynamic compression rtatio calculators (like KBs) ask for an additional 15 degrees of duration be added to the IVC @ 0.050' lift point figure. This works OK on older, slower ramped cam lobes, but the faster lobe profiles may need to have 25 degrees or more added to be accurate.Note: If the intake valve closing (IVC) point isn't known, it can be calculated:. Divide the intake duration by 2. Add the results to the lobe separation angle (LSA). Subtract any ground-in advance. Subtract 180This result does not need to have any amount added to the IVC point, like the KB calculator calls for.
Dyno simulator. Crankshaft Coalition wiki articles.