Camshaft install tips and tricks
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14. Failure to have everything ready for the motor to fire on the first few turns. Fully charged battery, good starter, known-good carburetor with full fuel bowl, source of fuel to the carburetor to allow minimum 40 minutes of uninterrupted running. Ignition timing set. NO GRINDING ON THE STARTER. NO GRINDING ON THE STARTER. NO GRINDING ON THE STARTER. I don't know who started this 20 minutes business, but the motor needs to run uninterrupted for a minimum of 40 minutes at a speed high enough to sling a good quantity of oil off the crank and rods to lube the cam and lifters. (Not under 2500 rpm's). | 14. Failure to have everything ready for the motor to fire on the first few turns. Fully charged battery, good starter, known-good carburetor with full fuel bowl, source of fuel to the carburetor to allow minimum 40 minutes of uninterrupted running. Ignition timing set. NO GRINDING ON THE STARTER. NO GRINDING ON THE STARTER. NO GRINDING ON THE STARTER. I don't know who started this 20 minutes business, but the motor needs to run uninterrupted for a minimum of 40 minutes at a speed high enough to sling a good quantity of oil off the crank and rods to lube the cam and lifters. (Not under 2500 rpm's). | ||
| − | 15. Failure to prime the oiling system prior to firing the motor. Prime until you get oil out of the top of each and every pushrod. Observe the oil pressure gauge to be sure pressure is registering. Priming will aid lubing the valvetrain at initial startup. It's the last area of the motor to get lubed on dry start. You can make a tool by disassembling an old distributor and removing the gear or just grinding off the gear teeth so that the teeth don't engage the cam teeth. Or, you can spring for 20 bucks and get a very nice priming tool that will be a nice addition to your tool chest. In either case, you will NOT get oil to the passenger side rockers unless you use either the distributor or the tool to block off the oil galley under where the distributor bolts down. | + | 15. Failure to prime the oiling system prior to firing the motor. Prime until you get oil out of the top of each and every pushrod. Observe the oil pressure gauge to be sure pressure is registering. Priming will aid lubing the valvetrain at initial startup. It's the last area of the motor to get lubed on dry start. You can make a tool by disassembling an old distributor and removing the gear or just grinding off the gear teeth so that the teeth don't engage the cam teeth. Or, you can spring for 20 bucks and get a very nice priming tool that will be a nice addition to your tool chest. In either case, you will NOT get oil to the passenger side rockers unless you use either the distributor or the tool to block off the oil galley under where the distributor bolts down. Here is an example of a tool for use with a Chevrolet..... |
| − | *http://paceperformance.com/index. | + | *http://paceperformance.com/index.asp?PageAction=VIEWPROD&ProdID=25140 |
| − | 16. Failure to use new lifters on a used cam. Used lifters should only be used on the very same cam, in the very same block and in the very same positions they were removed from. Chances that the lifter bores will be machined on the very same angles on a different block as the block the lifters came out of are about equal to you hitting the lottery. | + | 16. Failure to use new lifters on a used cam. Used lifters should only be used on the very same cam, in the very same block and in the very same positions they were removed from. Chances that the lifter bores will be machined on the very same angles on a different block as the block the lifters came out of are about equal to you hitting the lottery. If you purchase a used flat tappet cam from a swap meet or yard sale, plan on using it for a doorstop. |
17. Here's some interesting verbage from CompCams..... | 17. Here's some interesting verbage from CompCams..... | ||
"Due to federal legislation, motor oils no longer contain certain anti-scuffing agents that played a critical role in flat tappet camshaft break in. While incorrect valve spring pressure and not following proper break-in procedure are often the culprits, the changes in oil formulation have brought about a need for additional steps to be added to the break-in process. | "Due to federal legislation, motor oils no longer contain certain anti-scuffing agents that played a critical role in flat tappet camshaft break in. While incorrect valve spring pressure and not following proper break-in procedure are often the culprits, the changes in oil formulation have brought about a need for additional steps to be added to the break-in process. | ||
| − | COMP Cams® has two ways to ensure proper break-in of flat tappet cams. COMP Cams® Engine Break-In Additive (part #159) ensures that the camshaft will have the lubricants that it needs to seat the camshaft journals and lobe/lifter surfaces. This lubricant is poured into the engine crankcase after the camshaft and lifters have been coated with the initial break-in lubricant supplied with the camshaft. | + | COMP Cams® has two ways to ensure proper break-in of flat tappet cams. COMP Cams® Engine Break-In Additive (part #159) ensures that the camshaft will have the lubricants that it needs to seat the camshaft journals and lobe/lifter surfaces. This lubricant is poured into the engine crankcase after the camshaft and lifters have been coated with the initial break-in lubricant (molybdenum disulfide) supplied with the camshaft. |
Another option for increasing flat tappet cam longevity is nitriding. Recently COMP Cams® invested in a nitriding machine, the first of its kind owned by a major U.S. aftermarket camshaft manufacturer. Nitriding actually hardens the surface of the camshaft and tappet face by injecting nitrogen “needles” into the metal. The result is an ultra-hard surface on the face of the camshaft lobes and lifter face, which greatly improves the performance and break-in process for flat tappet cams. This process is an additional charge for COMP Cams® camshafts, but for many extreme duty applications, it virtually ensures proper break-in and increased durability." | Another option for increasing flat tappet cam longevity is nitriding. Recently COMP Cams® invested in a nitriding machine, the first of its kind owned by a major U.S. aftermarket camshaft manufacturer. Nitriding actually hardens the surface of the camshaft and tappet face by injecting nitrogen “needles” into the metal. The result is an ultra-hard surface on the face of the camshaft lobes and lifter face, which greatly improves the performance and break-in process for flat tappet cams. This process is an additional charge for COMP Cams® camshafts, but for many extreme duty applications, it virtually ensures proper break-in and increased durability." | ||
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