EFFECTS OF ALTERING CAMSHAFT TIMING
Advancing
Retarding
Begins Intake Event Sooner
Delays Intake Closing Event
Open Intake Valve Sooner
Keeps Intake Valve Open Later
Builds More Low-End Torque
Builds More High-RPM Power
Decrease Piston-Intake Valve
Clearance
Increase Piston-Intake Valve Clearance
Increase Piston-Exhaust Valve
Clearance
Decrease Piston-Exhaust Valve
Clearance
EFFECTS OF CHANGING LOBE SEPERATION ANGLE (LSA)
Tighten (smaller LSA number)
Widen (larger LSA number)
Moves Torque to Lower RPM
Raise Torque to Higher RPM
Increases Maximum Torque
Reduces Maximum Torque
Narrow Power band
Broadens Power Band
Builds Higher Cylinder Pressure
Reduce Maximum Cylinder Pressure
Increase Chance of Engine Knock
Decrease Chance of Engine Knock
Increase Cranking Compression
Decrease Cranking Compression
Increase Effective Compression
Decrease Effective Compression
Idle Vacuum is Reduced
Idle Vacuum is Increased
Idle Quality Suffers
Idle Quality Improves
Open Valve-Overlap Increases
Open Valve-Overlap Decreases
Closed Valve-Overlap Increases
Closed Valve-Overlap Decreases
Natural EGR Effect Increases
Natural EGR Effect is Reduced
Decreases Piston-to-Valve Clearance
Increases Piston-to-Valve Clearance
1) Max Lift or Nose
2) Flank
3) Opening Clearance
Ramp
4) Closing Clearance
Ramp
5) Base Circle
6) Exhaust Opening
Timing Figure
7) Exhaust Closing
Timing Figure
8) Intake Opening
Timing Figure
9) Intake Closing
Timing Figure
10) Intake to Exhaust
Lobe Separation
Effects Of Changes In Cam Timing And Lobe Separation Angle
The following tables illustrate how variations in lobe separation angle and cam
timing will effect the behavior of the engine in which the camshaft is installed.
EFFECTS OF ALTERING CAMSHAFT TIMING
Advancing
Retarding
Begins Intake Event Sooner
Delays Intake Closing Event
Open Intake Valve Sooner
Keeps Intake Valve Open Later
Builds More Low-End Torque
Builds More High-RPM Power
Decrease Piston-Intake Valve Clearance
Increase Piston-Intake Valve Clearance
Increase Piston-Exhaust Valve Clearance
Decrease Piston-Exhaust Valve Clearance
Tighten (smaller LSA number)
Widen (larger LSA number)
Moves Torque to Lower RPM
Raise Torque to Higher RPM
Increases Maximum Torque
Reduces Maximum Torque
Narrow Power band
Broadens Power Band
Builds Higher Cylinder Pressure
Reduce Maximum Cylinder Pressure
Increase Chance of Engine Knock
Decrease Chance of Engine Knock
Increase Cranking Compression
Decrease Cranking Compression
Increase Effective Compression
Decrease Effective Compression
Idle Vacuum is Reduced
Idle Vacuum is Increased
Idle Quality Suffers
Idle Quality Improves
Open Valve-Overlap Increases
Open Valve-Overlap Decreases
Closed Valve-Overlap Increases
Closed Valve-Overlap Decreases
Natural EGR Effect Increases
Natural EGR Effect is Reduced
Decreases Piston-to-Valve Clearance
Increases Piston-to-Valve Clearance
Here's a bit more thinking, reading, and dyno work re cams. First, I found some reading that helped me in
my visualization. Here's a depiction of roller vs flat tappet lobes from Lunati, and you can easily see the
additional "area under the curve" for the roller, and that begats more power.
And here's a depiction of three different lobes from the Third Generation F-Body board
with this explanation:
The left lobe is most like a flat tappet design, while the center lobe is most like a roller
tappet design, with much better overall flow, or "area under the curve" than the flat
design. The right lobe is shown as an example of an "economy" grind, with a large
opening ramp and rapidly closing valve. (Remember, the cam rotates clockwise as
viewed from the front.)
So, that explains why Comp's roller
cam with the exact same lobe
centerlines as one of their flat tappet
cams has differing timing events - the
lobes aren't symmetrical. And, it
explains why the results I get on
Desktop Dyno don't depict the
increased torque and horsepower that
you would expect from a roller cam - just because I know the opening & closing event times, I don't know
the profile. And DD appears to be assuming a symmetrical profile, or at least the same profile that a flat
tappet cam has. So, DD is out for comparing types of cams. And, Comp's CamQuest doesn't know about
roller cams for a 400.
And then I had a cunning plan: There's no difference for desktop dyno software between a 351M or W
except the heads and cam, both of which I can control. So, I told CamQuest that I have a 351W, which gave
me a different set of cams to play with. And then I told it the heads are Edelbrock Performers for a 400 and
entered the flow rates at different lifts. And then I increased the stroke to 4.00". And, oddly enough it was a
400! Go figure.
Then I chose the smallest roller cam and looked for a comparable flat tappet cam. Sure enough, the 266HR
roller cam has basically the same timing events and exactly the same centerlines, although different lifts.
Anyway, here are the spec's as well as my interpolation of the postage stamp-sized graphs for torque & HP.
Note how much more torque the roller has above 1500 RPM, and how much more it hangs in as the engine
winds up, which gives more HP. I can see that the lift would aid while winding up, but don't know that it
would at low RPM. Also, note the average torque and HP #'s. I think the RPM range must go quite high to
get those #'s, so the difference between cams would be larger if I could make the range 0 - 5000 RPM. And,
for grins I changed from the 600 CFM carb to a 750, which took the torque up by 5 and the HP up by 6 but didn't change the max RPM point for either. Looks like the Edelbrock will be quite adequate.
Understanding Camshaft
Fundamentals
Camshaft Types
There are two major types of camshafts: Flat Tappet and Roller Cams. Flat Tappet
(lifters) are in most V8's and literally have what looks like a flat bottom where the cam
lobe contacts the tappet (lifter). Lifters are not actually flat on the contact surface. They
do have a slight curve, but it's hard to see. Roller Cams use a lifter with a roller on it.
The roller cam looks like the flat tappet cam, but the cam lobes are very different. Roller
cams have fatter lobes because of the way the cam lobe contacts the lifter. Roller lifters
reduce friction, increase RPM potential and allow higher valve spring pressures to be
used. Flat tappet camshafts can only withstand so much valve spring pressure pushing
the lifter against the cam lobe.
As you increase
valve spring
pressure on a flat
tappet cam, you
increase wear on
the cam lobe and
the cam contact
face of the lifter.
This is a limiting
factor when compared to a roller setup. To build big horsepower you need to have a cam
with a lot of lift to open those valves wide. A lot of cam lift will require a higher pressure
valve spring, giving the roller cam/lifter the advantage over flat tappet cams for building
higher horsepower engines.
Camshaft Lift
It's important to be aware of a few ways camshaft lift is talked about. Cam lobe lift, also
called Gross Lift, is the distance a cam moves a lifter/tappet. Because a rocker
arm multiplies the movement of the tappet, valve lift is not the same as cam lobe lift. A
1.5:1 rocker arm ratio takes .4 inches of lobe lift and moves the valve 1.5 times the lobe
lift. For example: A cam with a lobe lift of .4 inches will move a valve .6 inches with a
1.5:1 rocker arm ratio (1.5 x .4). A different ratio rocker arm will change the valve lift,
but not the lobe lift of a cam. You can therefore increase valve lift by using an increased
rocker arm ratio. More cam lift means the valve will open further. Increasing cam lift
will allow more air or exhaust to move through an engine. If you plan on upgrading your
cam to increase lift, you must be sure your valve springs are capable of handling a cam
with increased lift. Piston to valve clearance can also become an issue. Verify that you
will have enough clearance before you buy a new cam.
Camshaft Duration
Camshaft Duration is the measurement of the time one valve begins to open until it
finishes closing. Duration is measured in degrees of crankshaft rotation, not camshaft
rotation. You'll see duration specifications at .050 inches. Cam manufacturers agreed on
a standard to measure duration so all cams are measured the same way. The idea is to
measure duration starting at .050 inches of tappet (lifter) movement. As the lobe lifts the
tappet up, when the tappet moves .050 inches, the duration is measured from that point.
Intake Duration at .050 inch Lift - The number of degrees the crankshaft moves while
the intake valve is open. Cam manufacturers agreed to measure and give camshaft
duration based on the lifter moving .050 inches. This made duration numbers easier to
compare between different cam manufacturers.
Exhaust Duration at .050 inch Lift - The number of degrees the crankshaft moves
while the exhaust valve is open. Cam manufacturers agreed to measure and give
camshaft duration based on the lifter moving .050 inches. This made duration numbers
easier to compare between the different cam manufacturers.
Camshaft Lobe Separation (in degrees)
Camshaft
lobes on
standard
V8's, like
the small
block
Chevy, are
arranged in
pairs: One
intake
lobe, one
exhaust
lobe.
Those
pairs of lobes are phased to each other. Cam lobe separation is the angle in degrees
between maximum lift of a pair of cam lobes. To picture cam lobe separation a little
better, look at the end of a traditional V8 camshaft. Draw a line through the center of the
cam out through the point of maximum lift on each cam lobe on a pair of lobes. You'll
usually find the measurement between 104 and 115 degrees. It's important to note that
Lobe Separation describes how the intake valve reacts in relationship to the exhaust
valve in the same cylinder. Where cam lift and duration describe the effect of each lobe
on a valve. Cam Lobe Separation is an important performance characteristic because it
times the intake and exhaust valves. If the Lobe Separation angle was 0 degrees, both
intake and exhaust valves would be opened and closed at the same time. That obviously
won't work, but it may help us understand what happens as the separation angle
decreases or increases on a cam.
If the Lobe Separation Angle is narrower: As a cam turns, one valve opens. As the
cam continues to turn, that valve starts to close. Since the angle is narrower, the 2nd
valve in the pair is beginning to open before the first one is closed. How far the first
valve is open when the 2nd valve begins to open depends on the Cam Lobe Separation.
(The shape of the cam lobe also effects this.) A narrow angle will increase cylinder
pressure, make an engine idle worse and reduce idle vacuum. Cylinder pressure
increases because after the exhaust stroke, the piston is pulling air into the cylinder. If
the intake valve opens earlier, more air can be sucked into the cylinder.
If the Lobe Separation is Wider: As a cam turns, one valve opens. As the cam
continues to turn, that valve starts to close. With a wider angle, the 2nd valve in the pair
is starting to open later. With the right angle, you could time the first valve to be closed
before the second one opens. With a wider separation angle, cylinder pressure is reduced,
idle is smoother and idle vacuum is better.
Which Camshaft is best for me?
If you have read this whole article, by now your head might be spinning and rightfully
so. Camshafts are very complex mechanisms that entail a myriad of numbers, and there
are literally millions of grinds out there. Luckily, most camshaft manufacturers have
made it a much easier for the hobbyist to select a camshaft than ever before.
Cam Rule #1: If you are having your engine assembled by a professional engine
builder, involve their opinions and knowledge in the selection. Nothing beats
experience.
Cam Rule #2: The most common mistake in a cam selection is to select a cam that is
too big, thus hurting performance. If you are deciding between two camshafts,
typically the smaller grind is the wise choice.
If your knowledge is limited and you are set on selecting a cam yourself, pay the closest
attention to two elements that are advertised by all camshaft manufacturers. First is the
RPM band. This RPM or power band will denote the efficiency range that the camshaft
was designed for and is typically displayed as "1500-6500RPM" for example. Match
this RPM band closely with the intended use of the engine. Street cars will tend to spend
more time at low RPM than High RPM, so an idle-5,500 or 1,500-6,500 would be best.
Likewise, a high RPM race car that spends most of its time in the upper ranges will
typically like cams that state 2,500-7,000 RPM or 3,500-8,000 RPM as two examples.
The second element is the description or characteristics explanation of the camshaft.
Most cam manufacturers put together a two or three sentence description of what the
camshaft is best used for and/or its performance characteristics. These descriptions are
like cliff notes for cam selection instead of having to read and understand the whole
novel. Pick the one that describes best what you want and your intentions for the engine
and you will typically make a wise choice. At JEGS we offer excellent Camshaft
Manufactures such as Comp Cams, Crane Cams, Edelbrock, Ford Racing, Chevrolet
Performance,Mopar Performance,Lunati, Crower, and Speed Pro. We also have
our own JEGS line of Camshafts that we are proud of as well. If you would like to
contact us for our advice feel free to call our tech line 24/7 @ 1-800-345-4545 option 2
on the menu. Do not hesitate to utilize our JEGS Ask A Tech option and submit your
questions to one of our experienced team members who will be excited to help you with
any of your High Performance needs.
