Steve what a great job your doing on your cam shaft segments I've never seen anyone compare cam shafts the way you are doing it great job thanks for taking the time to share
I’m the late 90’s I went to buy a Grand National that had been torn to pieces and that was the first time I’ve seen a motor with an oversized cam. I had put together a few of those 3.8L grand national engines so I knew it had been modified and that’s one of the things that detoured me from buying it. Plus I didn’t trust any of my local machine shops/ engine builders. I knew it was a thing but now I know why. Thanks to good ole Steve Morris.
If you wouldn't mind some constructive criticism, if you'd put up a piece white poster board behind the camshafts it would clear up all clutter in the background from the walls and such. Always enjoying your content.
I did some design work for a cam at a big OEM and it was impressive how much the cam flexed depending on how many journals you had. Ended up going with the design with less journals.
Hello Steve, Did the old small block chevy distributor work in the big block Chevy engine, I compared them 40 years ago and to the eye they looked real close. Another thing you did a video years ago on big bore engines vs a small bore long stroke and you explained why to much stroke becomes useless after a certain point. I would like to see that video again was very interesting to me. Thanks for all the videos you put out and its amazing how much more power your making now vs years ago.
When i was 19 about 6 years ago I was obsessing about cams I was thinking about DOHC and everything you mention about the base circle was my interpretation of how to make a more aggressive cam without damaging the valve train Everybody in the forums made fun of the idea and didnt believe my rationelle thank you for the video
If I'm not mistaken the terminology you were looking for was duration. Smaller cam cores can be high lift but they are lower duration, so the valves open and close very quickly. Larger cam cores allow for higher duration, so the valves open and close slower, which is a less aggressive ramp up and down for your valves with the same amount of lift.
Absolutely fascinating...and once pointed out...very obvious advantages. Great info...gratefully received. ( The hound has some talent too!) Thanks. 👍🏁🏁
Also from an engineering perspective, bigger cores mean the smoother cam lobe provides a bigger ''contact" area for the follower as well as a higher speed because of the increased diameter, both of which help hydrodynamic lubrication. The pointy and relatively slow camshafts and piston rings are the only parts of the engine that only have mixed lubrication, which means there is not a sufficient oil wedge between the metal surfaces at all times, leading to metal to metal contact. Their drag acually drops with rising rpm as they move to the right of the stribeck curve. Tldr: bigger core diameters also reduce wear on the cam lobe and follower
Love the puppy cameo at the beginning...We have a rescue mutt that looks identical. Have you seen the variable duration modular camshaft Hyundai is using on their new 4 bangers? They have figured out how to slow down (longer duration) or speed up (shorter duration) the camshaft within each rotation (if the rotation was slow on the lift profile, it is sped up on the base circle). See a full explanation on Engineering Explained.
Very interesting! Thanks for the explanation. I knew about cam flex, but never cam twist. Makes alot of sense now. I can see how the mac daddy SMX adds reliability and strength .
I have a female Pit/Rhodesian mix name Liberty that looks exactly like your dog. She is a hot rod and can out run and jump just about any thing. So much so that she now has titanium rear knees. She was a free rescue that ended up costing 20,000$ and worth every dam penny!!
Current pro stock cams with 9 journals are unique and Honda tubing camshafts with lobes swedged in place look like the worst idea ever lol. Thanks for doing all of your videos.
There were issues with the later pro stock blocks when the went to 9 cam bearing journals, as opposed to the conventional 5 bearing journal shafts. Can you elaborate on that on one of your next camshaft videos? Thanks.
Little cams normally do their job exactly as they were designed to do. Every time you want to do more work you have to increase your equipment. A d11 bulldozer has a much bigger hydraulic ram compared to a D4. With your big camshaft you are simply trying to make it live doing its job. Cams are all about acceleration rates, open quickly and a long way and shut as late as possible and the consequential loads these create. As you know the energy goes up with the square of the speed, not simply the rpm but how quickly a valve is opened. Forces get out of control very quickly. Large mass to be manages, large spring loads and high rpms require considerably larger cores but also more surface area to cope with the stress put on surfaces. Ultimately the number one limiting factor is the oil supply to prevent rubbing of surfaces. Rollers are great but heavy for example and require heavier springs to manage and then more loads etc. Its a game of trade-offs. Enjoyed your video.
Bill Jenkins described the twisting of the cams as a wind up and let go phenomenon. He felt it was due to the 8620 steel cores. He detailed this in his famous book, the Chevrolet Racing Engine. Back in the 1970's.
Steve running a C/Gas Car with Southeast Gasser's I run a 310 cubic inch SBC with a 2.90 stroke . Are there benefits of running a 55 mm cam not raised ?
As a builder, I'd rather have a bigger core, unraised, than a smaller core raised. A bigger, more stable core, even unraised, is a better option if both cannot be achieved. You can always run stronger valvetrain parts.
I have a new SBC Chevy Bow Tie block (the old NASCAR block) with the larger cam journals. When I talked to a Lunati rep about one of their cams I was interested in all he said was that they would charge me $70 extra to grind make that design for me but didn't offer any other cam lobe options. Is there anybody that will provide better lobe design for the engines with larger cam journals?
Never thought about leaving off the fuel pump and oil pump drives on the LS camshaft-thicker, shorter, stiffer! Very interesting to see how much smoother the big base circle makes the cam lobes. That SMX cam is a beast!
Word of advice. Pay more attention to managing cylinder pressure than dynamic compression, which isn't really a factor. Mainly because it is too easy to manipulate and is often considered a non factor.
As someone with an MSc in Materials Science & Engineering and more than a decade in the steel industry, I'm really curious: What steel grade are these puppies typically made of? What surface hardness is spec'ed for the cams?
Was going to "Like" it Steve but then you had to go and say the LS platform is better than the old reliable SBC Come On Man! LOL Great info sir very interesting!
I never realized the big block chevy cam and small block chevy cam a two different animals from the length of the cam to the width of the journals the big block cam has bigger everything. Very intresting learn something new everyday. That's why Steve is the pro and the rest of us are not lol!
I hope the LS is better then 1950's SBC technology or GM is going backwards because if GM did not learn anything about improving a engine from the 50's till the mid 90's then they are not learning anything and I must say the LS and LT is a much better engine design then the SBC I hate to say it but it's the truth even though I am still a fan of the SBC
Hey man do you say that when somebody calls you and gives you the list of the camshaft they don’t know what they’re talking about. Can you show me your camshaft and give me the lift on it. WTF dude!
No. He means when people refer to the size of their camshaft by lift only. There is way more to it. Those of us in this business can relate to what he is saying, because people who don't know, do this.
Missed everything you said, was watching dog play in background.....Watched again.
Steve what a great job your doing on your cam shaft segments I've never seen anyone compare cam shafts the way you are doing it great job thanks for taking the time to share
These steve tech videos are my new fav series
The guy makes sense…. I could learn from him all day and not be bored.
I’m the late 90’s I went to buy a Grand National that had been torn to pieces and that was the first time I’ve seen a motor with an oversized cam. I had put together a few of those 3.8L grand national engines so I knew it had been modified and that’s one of the things that detoured me from buying it. Plus I didn’t trust any of my local machine shops/ engine builders. I knew it was a thing but now I know why. Thanks to good ole Steve Morris.
The shop dog was the real star of the show.
If you wouldn't mind some constructive criticism, if you'd put up a piece white poster board behind the camshafts it would clear up all clutter in the background from the walls and such. Always enjoying your content.
It would be cool to see a crossection view of the cam lobes up close.
I did some design work for a cam at a big OEM and it was impressive how much the cam flexed depending on how many journals you had. Ended up going with the design with less journals.
Steve Morris is the mad scientist of Steve Morris Engines! Good info brother!!!
Hello Steve, Did the old small block chevy distributor work in the big block Chevy engine, I compared them 40 years ago and to the eye they looked real close. Another thing you did a video years ago on big bore engines vs a small bore long stroke and you explained why to much stroke becomes useless after a certain point. I would like to see that video again was very interesting to me. Thanks for all the videos you put out and its amazing how much more power your making now vs years ago.
When i was 19 about 6 years ago I was obsessing about cams
I was thinking about DOHC and everything you mention about the base circle was my interpretation of how to make a more aggressive cam without damaging the valve train
Everybody in the forums made fun of the idea and didnt believe my rationelle
thank you for the video
hey Steve, hope you and your family had a great thanksgiving.
This is an interesting clip, very informative. Thanks Steve.
If I'm not mistaken the terminology you were looking for was duration. Smaller cam cores can be high lift but they are lower duration, so the valves open and close very quickly. Larger cam cores allow for higher duration, so the valves open and close slower, which is a less aggressive ramp up and down for your valves with the same amount of lift.
Absolutely fascinating...and once pointed out...very obvious advantages. Great info...gratefully received.
( The hound has some talent too!)
Thanks. 👍🏁🏁
Google is being flooded with searches for 800 lift cams right now lol.
Also from an engineering perspective, bigger cores mean the smoother cam lobe provides a bigger ''contact" area for the follower as well as a higher speed because of the increased diameter, both of which help hydrodynamic lubrication. The pointy and relatively slow camshafts and piston rings are the only parts of the engine that only have mixed lubrication, which means there is not a sufficient oil wedge between the metal surfaces at all times, leading to metal to metal contact. Their drag acually drops with rising rpm as they move to the right of the stribeck curve.
Tldr: bigger core diameters also reduce wear on the cam lobe and follower
Love the puppy cameo at the beginning...We have a rescue mutt that looks identical. Have you seen the variable duration modular camshaft Hyundai is using on their new 4 bangers? They have figured out how to slow down (longer duration) or speed up (shorter duration) the camshaft within each rotation (if the rotation was slow on the lift profile, it is sped up on the base circle). See a full explanation on Engineering Explained.
great videos Steve! very interesting
Very interesting! Thanks for the explanation. I knew about cam flex, but never cam twist. Makes alot of sense now. I can see how the mac daddy SMX adds reliability and strength .
I remember years back I believe it was Austin Coil said "he ground his cam- lobes with compensation built in for the twist at full load".
I have a female Pit/Rhodesian mix name Liberty that looks exactly like your dog. She is a hot rod and can out run and jump just about any thing. So much so that she now has titanium rear knees. She was a free rescue that ended up costing 20,000$ and worth every dam penny!!
Current pro stock cams with 9 journals are unique and Honda tubing camshafts with lobes swedged in place look like the worst idea ever lol. Thanks for doing all of your videos.
I have an Audi with the assembled from pieces cam. It like to drove me nuts figuring out a misfire when a lobe had shifted on the cam.
Keep them coming ! Love this Stuff !
The dog at 1:17 - ❤️
The cam info was good too though.
There were issues with the later pro stock blocks when the went to 9 cam bearing journals, as opposed to the conventional 5 bearing journal shafts. Can you elaborate on that on one of your next camshaft videos? Thanks.
Dam it… had to watch this twice….. first time I got side tracked by doggy in the background…
Great information sharing too
Good two part video. Commented on the secondary installment about base circle and n/a applications.
Wonderful information , thank you very much for these educational videos. Much appreciated !!!
Awesome video. Thanks Steve!
Hey Steve , Don't think ya dog is interested in camshafts !! unlike me , good job buddy .
Sure he is. Who do you think taught Steve...? 🤫
Little cams normally do their job exactly as they were designed to do. Every time you want to do more work you have to increase your equipment. A d11 bulldozer has a much bigger hydraulic ram compared to a D4. With your big camshaft you are simply trying to make it live doing its job. Cams are all about acceleration rates, open quickly and a long way and shut as late as possible and the consequential loads these create. As you know the energy goes up with the square of the speed, not simply the rpm but how quickly a valve is opened. Forces get out of control very quickly. Large mass to be manages, large spring loads and high rpms require considerably larger cores but also more surface area to cope with the stress put on surfaces. Ultimately the number one limiting factor is the oil supply to prevent rubbing of surfaces. Rollers are great but heavy for example and require heavier springs to manage and then more loads etc. Its a game of trade-offs. Enjoyed your video.
Damn Steve could be a hand model!
as a student these videos are amazingly helpful thank you!
Thank you for sharing knowledge
Do the 65mm and 70mm camshafts fit in the big block Fords since they have a taller (raised) cam tunnel?
Great content thanks for sharing, very informative
Do you build big block Hemi
Bill Jenkins described the twisting of the cams as a wind up and let go phenomenon. He felt it was due to the 8620 steel cores. He detailed this in his famous book, the Chevrolet Racing Engine. Back in the 1970's.
Steve running a C/Gas Car with Southeast Gasser's I run a 310 cubic inch SBC with a 2.90 stroke . Are there benefits of running a 55 mm cam not raised ?
As a builder, I'd rather have a bigger core, unraised, than a smaller core raised. A bigger, more stable core, even unraised, is a better option if both cannot be achieved. You can always run stronger valvetrain parts.
Great tutorial thanks Steve
So small base circle to clearance a cheap 383 n/a makes a big difference or no?
Thanks from Canada !!
Would gun drilling a camshaft make it less likely to twist?
I have a new SBC Chevy Bow Tie block (the old NASCAR block) with the larger cam journals. When I talked to a Lunati rep about one of their cams I was interested in all he said was that they would charge me $70 extra to grind make that design for me but didn't offer any other cam lobe options. Is there anybody that will provide better lobe design for the engines with larger cam journals?
Thanks for sharing steve . what diameter wheel do u use on your (SMX) lifters ?
Never thought about leaving off the fuel pump and oil pump drives on the LS camshaft-thicker, shorter, stiffer! Very interesting to see how much smoother the big base circle makes the cam lobes. That SMX cam is a beast!
what your trying too say is there’s more surfaces are on the big stuff, Therefore easier on the contact surfaces.
Hey steve can you talk about how the cam effects dynamic compression
Word of advice. Pay more attention to managing cylinder pressure than dynamic compression, which isn't really a factor. Mainly because it is too easy to manipulate and is often considered a non factor.
As someone with an MSc in Materials Science & Engineering and more than a decade in the steel industry, I'm really curious: What steel grade are these puppies typically made of? What surface hardness is spec'ed for the cams?
Idk the hardness but multiple grades can be used. Cammotion uses 5150, 8660 and 8620, most other places don't really specify.
You should've tried to get a LT1 cam in there as well
Very informative that's allot Steve
Was going to "Like" it Steve but then you had to go and say the LS platform is better than the old reliable SBC Come On Man! LOL Great info sir very interesting!
what are your thoughts on roller cam bearings?
Babbitt is better.
I never realized the big block chevy cam and small block chevy cam a two different animals from the length of the cam to the width of the journals the big block cam has bigger everything. Very intresting learn something new everyday. That's why Steve is the pro and the rest of us are not lol!
Outstanding.
Chevy R07 cam looks pretty crazy too real thin journals
Thanks for the video
Why do DOHC, SOHC engines use a hollowed out camshaft core and the OHV engines have a solid shaft core?
Brilliant
96👍's up Steve Morris thanks for sharing
The pup looking over at you like hey... I know all this stuff already, what else you got? lol...
Amazing 👏
Cats eye lens not a good idea for this application.
👍💪
Nice looking shop dog
Steve, what do you think about the 7.3L Godzilla gas engine?
Check out the dog! He photobombed Steve @ 1.09 .
Thought you were about give me the details for a custom cam 🙄 lol
I hope the LS is better then 1950's SBC technology or GM is going backwards because if GM did not learn anything about improving a engine from the 50's till the mid 90's then they are not learning anything and I must say the LS and LT is a much better engine design then the SBC I hate to say it but it's the truth even though I am still a fan of the SBC
I now understand why my bbc is s such a brute on valve train.
What...LS motors are better than small block chevy..
Do yall ever get dog hairs when your building an engine?? Lol my dog sheds a shit load of hair
I just want to play with the dog
Hey man do you say that when somebody calls you and gives you the list of the camshaft they don’t know what they’re talking about. Can you show me your camshaft and give me the lift on it. WTF dude!
No. He means when people refer to the size of their camshaft by lift only. There is way more to it. Those of us in this business can relate to what he is saying, because people who don't know, do this.
@@jrdmotorsports9718 it was a joke man.
@@oneiam1533 All good. I get it. But it doesn't read that way... Just sayin.