1. Camshafts

2. Camshaft The camshaft rotates ½ times the crankshaft – or –
once per four-cycle stroke.
The camshaft may operate the:
Valve train
Mechanical fuel pump
Oil pump
Distributor

3. Camshaft Major function - operate the valve train.
The lobes on the cam open the valves against the pressure of the valve springs.
Bearing journal can be internally or externally lubricated (oiled).

4. When installing externally oiled cam bearings it is essential that the holes in the bearings lineup with the oil passages in the block

5. Camshaft Pushrod engines have the cam located in the block.
Cam is supported by the block and the cam bearings.

6. Cam may or may not be held in place by a thrust plate.

7. Overhead Camshafts
Overhead camshafts are either belt or chain driven and are located in the cylinder heads.

8. Either design may or may not use separate cam bearings
Overhead Camshafts
May be housed within a bore in the cylinder head or:
May be supported within a cradle held in place with caps.
May or may not utilize a thrust plate.
Either design may or may not use separate cam bearings

9. Overhead Camshafts May have a one piece lifter – rocker design
Will use one of the following:
Cam followers
Rocker arms
May have a one piece lifter – rocker design
A bucket design

10. Bucket Design

11. Camshaft Followers

12. Rocker Arms

13. Design A cam casting will include A cam casting may include Lobes
Bearing journals
Drive flanges
A cam casting may include
Drive gear(s)
Fuel pump eccentric

15. This designation is actually determined by the lifter design.
Classification
Camshafts are of one of four types:
Hydraulic flat-tappet
Hydraulic roller
Solid flat-tappet
Solid roller
This designation is actually determined by the lifter design.

16. Hydraulic flat-tappet
The lifter is “spring” and oil loaded to allow for compensation.
Traditional O.E. style (1950’s – mid 90’s)
Used with flat or convex-faced lifters
Generally cast iron or hardened steel
Requires a “break-in” period to establish a wear pattern

18. Hydraulic flat-tappet
Cast-iron cams are finished with a phosphate coating.
Steel cams (SAE 4160 or 4180) are hardened by:
Induction hardening – heated cherry-red in an electric field then oil cooled.
Liquid nitriding – hardens to .001 to .0015
Gas nitriding– hardens to .004 to .006 thickness

19. Flat tappet Lifters

20. Hydraulic flat-tappet
Most cams are coated at the factory with manganese phosphate . This gives the cam a dull black appearance. This coating is to absorb and hold oil during the “break-in period”.
                         

21. Hydraulic flat-tappet
Most late model designs use a convex bottom (.002”) to encourage lifter rotation.
This rotation helps reduce lifter and (or) bore wear.
The Cam lobe will also be slightly tapered (.0007” ”).
This provides for a wider contact pattern.

22. Hydraulic flat-tappet
Camshaft “break-in”
The lobes of the cam and the bottom of the lifters must be coated with a molydisulfide lubricant often called “cam lube”.
This insures that the cam is properly lubricated during “break-in”.

24. Hydraulic flat-tappet
Camshaft “break-in”
Typical procedure –
Maintain 1,500 RPM for minutes
Drain the engine oil a immediately afterwards
Check the recommended procedure and lube for your particular cam!

25. Hydraulic Roller
The lifter is “spring” and oil loaded to allow for compensation.
The contact between the cam and lifters are separated by a steel roller.
This roller reduces friction.
Lifters cannot be allowed to rotate within the lifter bore.

26. Hydraulic Roller The camshaft is generally made of non-hardened steel.
The lobes must be “finished” by the manufacturer prior to assembly
there is no “break-in period”.

27. Hydraulic Lifters (tappets)
Hollow cylinders fitted with a plunger, check valve, spring and push-rod seat.

28. Hydraulic Lifters (tappets)
Engine oil pressure forces oil into the lifter through the oil inlet holes.
A check valve and ball hold most of the oil inside the lifter “hydro-locking” the plunger inside the cylinder.

29. Hydraulic Lifters
The oil passed through the check valve exits through the hole in the push rod seat.
The oil then passes through the pushrod to lubricate the rocker arms.

31. Hydraulic Lifter Preload
Also called valve lash.
The distance between the pushrod seat and snap-ring when the lifter is resting on its base circle.
Typical values range from .020 to .045”.
Check manufacturers specifications.

33. Hydraulic Lifter Preload
Adjusted by:
Adjustable rocker arms
Often referenced by “turns past zero lash”
Non-adjustable rocker arms
Longer or shorter pushrods
Shim or grind rocker stands

34. Hydraulic Lifter Preload
Necessary if:
Cylinder head has been decked
Cam has been changed
Altered head gaskets
Camshaft is worn
An engine rebuild

35. Hydraulic Lifter Valve-float NOT GOOD
The lifter fills with oil faster than it can purge it. This raises the lift of the camshaft.
Usually caused by excessive RPM.
May damage valves, pushrods, pistons etc.

36. Solid Flat-tappet and Roller
No internal hydraulic absorption.
Allows for a more consistent valve lift, especially at high RPM.
Noisy when cold, more frequent and precise valve-lash adjustments required.

37. Solid Flat-tappet and Roller
Oil is diverted through the pushrods via a pushrod seat.

38. Solid Flat-tappet and Roller
No lifter preload – valve lash only.
Lash values may be given hot or cold
Typical values range from ”.

39. Composite Approaches
Composite camshafts of medium- and high-alloyed powered metal lobes mounted on a hollow tube are popular as they have the capacity of withstanding high contact stresses. Composite camshafts can be 50% lighter than cast iron or steel shafts; can have lobe material tailored to the application; and they can have lobes molded to near-net shape, which means that the amount of grinding stock, and consequently grinding time, are both reduced.

40. Cam Specifications Lift Duration Valve overlap
Lobe center (separation angle or lobe spread)

41. As lift increases the forces on the entire valve train also increase.
Lobe Lift
The amount the cam lobe lifts the lifter
Expressed in decimal inches
As lift increases the forces on the entire valve train also increase.

44. Lobe Lift
Asymmetrical design – the amount of lift between the intake and exhaust lobes is different.
Symmetrical design - the amount of lift between the intake and exhaust lobes is the same.

45. Duration
The number of degrees of crankshaft rotation for which the valve is lifted off of the seat.
If the amount of degrees that the intake and exhaust valve are open differ – it is of an asymmetrical design.

46. Usually expressed as one of two values
Duration
Usually expressed as one of two values
Duration (at zero lash)
Duration at .050” lift – preferred method
Compensates for tappet styles and clearances

47. Duration More duration = rougher idle and better high RPM performance
Less duration = smoother idle and better low RPM performance

48. Valve Overlap
The number of degrees of crankshaft rotation that both valves are off of their seat (between the exhaust and intake strokes).
Lower overlap = a smoother idle and better low RPM operation
Higher overlap = better high RPM operation

49. Valve Overlap
Having the exhaust valve still open when the intake starts to open uses the exhaust "pull" out the exhaust port to help start the intake charge entering the chamber -- before the piston has started down and has generated it's own vacuum.

50. Valve Overlap

52. Lobe Separation Angle
The difference, in degrees, between the center of the intake lobe and the center of the exhaust valve.
The smaller the angle the greater the overlap
The larger the angle the less the overlap

53. Lobe Separation Angle

54. Camshaft Degreeing Advanced cam timing Retarded timing
The camshaft is slightly ahead of the crankshaft
More low speed torque
less high RPM power
Retarded timing
– The camshaft is slightly behind the crankshaft
More high RPM power
Reduced low RPM torque

56. Adjustable Camshaft Gear