Daniel, I think you nailed two points. The explanation of fastener torque and friction involved; also I think if you get too far in depth on cam specs you will not get as many views. Prayers for the naked and hungry.
@scottsigmon926 The uneducated cite "common sense". The educated knows there is no such thing. No wonder you believe everybody has IQ 2,000,000. No wonder you cite IQ... something that does not exist.
Having been a machinist for 35 years going, I still learn things, and how to explain things that I know to others. Thank you for your down to earth explanations of things.
Daniel, please discuss other engine building videos that need clarification or commentary so we all get the correct information to enjoy our passion. I've really enjoyed your channel since I discovered & subscribed a year ago. Your videos are informative and educational and comprehensible. Thank you.
Always been fascinated by what’s really going on with camshaft’s, so please keep on with the cam doctor explanation’s. Also would look forward to your response to the video’s out there. Keep up with the great work!
Your experience and the way you explain stuff is awesome. Helps me anyway. Also I've enjoyed your commentary in past videos, so yeah more of those would be great. Thanks man!!!
Another great explanation. The commentary videos could be very good simply because of the action I believe it would create in the comments. There’s a big difference between repeating something you hear and pretending to know something and being able to break it down in a more simple explanation. Go for it.
i learned alot from this video! iv been watching for a month or two n if i could suggest anything it would be always remember that any view may be someone new to all of this, its still new to me an explaining things in simple terms helps alot!!! even if you have explained something in a previous video its helps to touch on it or refer to witch video that explains what "X" is. look forward to the next one!
Thanks for clearing that up, ramp rate as defined doesn't exist in practice because the valvetrain has compliance, so it's accelerating and decelerating much more than just hanging out at a constant speed, or rate for that matter.
thanks Daniel, some good points in there. from my perspective, the real tech cam ramp vids are over my head and i dont think i would ever use that info. talking through others videos with your thoughts is a good idea. cheers!
I've learnt a bit on RAMPS how smooth on opening and closing ramps need to work depending on the lifters being used, to were making a camshaft and valve train survive, it's like looking at a mountain side on ascending and descending on the graphs from the cam doctor. Your content is fine but I believe many don't want to watch because it probably makes there brain hurt but it's part of the workings of an ENGINE. I do watch YOUR CHANNEL, BRIAN SALTER, CATTLE DOG GARAGE and others, there is a lot of aspects to a camshaft we all learn from each other. Your content is fine, it's many out there want the perfect camshaft to go out there and win competitions, INLET, EXHAUST OPENING and CLOSING times position, DURATION, OVERLAP, LSA,RAMPS, LIFT etc. There's a lot to a camshaft, I don't have a camshaft grinder but it's interesting to see and get a better understanding of the camshaft workings.
I enjoy all your content but I like the modern tec you share for the old school engines the most along with all the valvetrain video you can do from the cam to the valve seat and everything in between. THANKS
I appreciate the technical videos about cam lobes. The math/physics in these presentations does not put me off at all. So, I'll ask a favor of the rest of the audience. Please get the view numbers up on the technical videos so Mr. Powell will keep them coming for those of us who can geek out on such material. Thanks in advance.
I will never build another engine in retirement but I am fascinated by your cam videos. There are so many TH-cam engine builders that among casual watchers, techniques and opinion become mixed and conflicted. Thanks for always providing understandable content. I’m not sure how you increase views?
there is a lot to consider, and a lot going on in a very short time, and in very few degrees of cycle, in some cases less than a degree. when you stop to think about it its hard to imagine, that its slow, or can even transpire. but it has to or we would have many hammered out broken and bent parts with out it. in an entire rev of a cam lobe, broken down, in that one area theres just a lot to it. it still amazes me its all there, its very hard to physically see with your eyes alone. its always been like voodoo and hard to grasp until watching your explanations. your approach to explaining it, and your graphs sure help makes it all make more sense. As to views and making your compensation worth your time, perhaps think of some ideas of vids you have in mind to do, then set one vid to poll those ideas. have idk 5-10 different ideas, in a vid ask the viewers to poll those ideas to see which is going to bring the most interest? in that it call all maybe come full circle and lead into an A to Z lesson on a complete system or subject. myself i have found all your videos of interest. even those i feel i know enough about all ready, because i find each tech has another idea, procedure/method to get the same result. sometimes yours help validate mine, other times i learn another or better way of approaching it. i watch every video no matter content just in case of those reasons. i learned long ago we all learn every day, even what we think we all ready know we learn more of, if or when we stop learning my grand dad use to say we stop living.
The most important thing as far as the fasteners goes is to make sure you know the FACTORY recommendations. I am helping a friend work on a late model 6.2 Chevy truck engine and the GM service documentation says to replace the rod and main bolts. I have seen it both ways. A lot of foreign engines absolutely say to replace the main and rod bolts. Most important is to know what the factory recommends and follow that.
Acceleration should increase because of the "hill" coming towards you. The steeper the angle, the faster it comes. Just my thoughts. Excellent information as always Brother! Put some clothes on them kids... lol
In the Apache helicopter world, we have been told to add run-on torque to our our final specified torque. Run-on torque being what it actually takes to turn the nut on the threads. Have you seen any of that in the racing world yet?
This is great content for myself. I have a question. Cam lobe profiles. A cam that is for 6,000 rpm street type. Vs a cam that is for 8,500 rpm race type. I'm assuming the lobe ramp profiles would be different. I think I'm using the correct terminology. Is this correct, or would the profiles be the same just different lift and duration and opening and closing event times? Sorry if this is a repeat question.
I like this type of content, and I’m not sure how you could make it shorter and still explain the complex concepts. But I doubt most people want this much detail. You’ll probably get many more views and comments by commenting on other channel’s videos and saying what’s right and wrong. Unfortunately, those videos will create a ton of stupid comments on your channel by people thinking they know better, but it would probably grow your channel.
I love tech. All tech. I apply bolt torque tech all the time. I trust you for the application of cam tech. It made me smile when I saw my Model A/B Ford cam on the bench behind you. Bill me fair, and get some clothes on those kids.....
Daniel , can you come and be The Prime Minister of Australia please. You make a lot of sense and clear thinking . Our PM at the moment used to be a Facebook expert I’m sure 😂😂 Interesting video mate thank you .
Love hillbilly analogy, as a hillbilly down in the valley that got 12 years of quality education, I think the answer to what is the ramp rate is, it's a bell curve, not sure though, I've heard the term in probability too
At peak lobe lift isn't the pounds of valve spring pressure at its peak? Thus, those pounds of pressure are multiplied by the given rocker ratio to the remainder of the valve train components?
Pretty sure the ford 5.0 valve train bolts are all discard after use, the cam caps, phasers, head bolts. I’ve put heads in several and the wsm states to remove and discard. I don’t think they stretch like a head bolt does, like you stated. I think it’s to cover their butts. As far as head bolt stretch, you can lay a new bolt next to an old one and visually see the stretch.
The actual reason is that bolts (in the factory) are torqued up by machine these days, not by humans. It's easier for a machine when it's torque by angle. Some engines originally had a torque figure in the workshop manual which was later changed to torque by angle. The end result is the same and the bolts are the same.
Add me to the not your average viewer group. Love learning and trying to understand systems. Because you never know where the same physics will show up and being educated and understanding what's in play will help you solve a problem. I think it would also be entertaining to hear you review some of these other TH-cam videos. Thanks Daniel. By the way, I think it would be correct to say there is no velocity and acceleration change when the lifter is on the base circle as well as the max lift couple of degrees on the nose....correct?
@ I hope I'm wrong. I will absolutely watch any videos you put out multiple times, And I would be grateful if you gave us an inside look into how cams are designed. Thank you for taking the time to educate and help random people like myself out.
At peak lift there is no acceleration. The lobe is not pushing any further on the lifter. It is in effect static until the lifter begins its move down off the peak of the lobe. This is how i understand it from other applications at least
I love these videos about camshafts but I do think a bit of it is over people's head. Honestly, most cam stuff is over people's head and there are too many people regurgitating the same garbage without any basis in facts and so little solid information being shared people get stuck in the old ways. For example the Speedway LSA video you debunked is a very common thought process people have. People hear something so many times, they just assume it to be true. This happens in all areas and not just cams or engines. Keep spreading the knowledge Daniel, I appreciate it. I had to laugh about the kids comment. Haha.
This has cleared up a lot of my confusion. I have cataracts so when you show your computer screen it is a blank to me. I don’t see the fine lines and I have to depend on what you’re saying. Velocity is the linear motion of the lifter not the motion of the cam surface passing the roller as an example. In Calculus it’s not even a degree on either side of peak lift. It’s what Feynman called the “little Dee’s”, infinitely small divisions.
At peak lift the acceleration is not necessarily zero. It can be zero depending on the profile used but calculus does not require this. The acceleration is the slope of the velocity curve. If you look at the velocity curve unless the slope of velocity is zero at peak lift i.e. horizontal (it normally isn’t) then the acceleration is negative at peak lift.
Acceleration is defined as the change in velocity. From one degree before peak lift to one degree after there is a change in velocity so there is of necessity a change in acceleration but right at peak lift there is no change in velocity so by definition there is no change in acceleration. That's the point I think Daniel is making.
@@bobhudson6659 acceleration is the rate of change of velocity which is the same as the slope of the tangent of the velocity curve. If the acceleration is zero then the velocity curve should be horizontal (zero slope) at peak lift. If you look at his earlier videos the velocity curve is not horizontal there is a negative slope. This is not a measurement resolution issue. There is nothing mathematically or physically that means the acceleration should be zero at peak lift You can design a cam profile so the acceleration is zero at peak lift with one such example having dwell at peak lift but this is not normal and is usually dynamically not good as the jerk is high
Here's a question for you that isn't cam related (I don't think), but could you at some future date explain to me what's special about a Cleveland built Ford vs others. I remember years ago a friend had a Mustang 351 Cleveland and he was telling me it was better than a Windsor 351, but couldn't explain why.
I’ll be 100% honest with you man I really don’t enjoy watching cam videos it’s just something I will never do or can’t relate to. I like more of the machine/engine work seeing how things are measured and put together what parts/companies you like better or make a better product but that’s just my opinion.
Hi Daniel. My naked hungry kids. That's a good one. I'm interested in you narrating some other videos. Correct information is good no matter how you get it. Andrew
Mister, I'll listen to whatever you have to say. That being said, I would be interested in a video that talks about what it takes to build X horsepower. I know that there is an infinite number of combinations possible, but I would think there's a general idea of what components it takes to reliably build 500 or 750 or 1000 horse NA. Sorta like apple pie recipes. There's a million of them out there but what would it take to build a solid 500 horse apple pie?
Ask any race engine builder the simple way to build an X horsepower engine and all will tell you it is not that simple. As Daniel has previously said, it is a combination of bore, stroke, piston design, head design, inlet manifold design, extractor design plus matching a camshaft. Change any one of those components and it affects all the others. It takes a lot of trial and error, apart from all the theoretical design, to get the right combo. Even the weight of the vehicle comes into that; plus even the racetrack that vehicle is going to compete on. Ball park engine combos are common. To get the max out of a combo for a given situation is another thing. All race engine builders will tell you that.
Possibly translate what camshaft events mean as it relates to the end result at the crankshaft. To a lot of people you are just saying that a cam makes the valves go up and down. When what they really want to know is what kind of torque or power are those events going to produce and where.
Thanks Daniel for your he info tech info. Id be extremely interested in seeing your software and acceleration data in relation to valvetrain weights, ratios and stiffness etc. I believe this is so important and its not on the cam card and by what i can see not shown up on the cam doctor data. As it needs to be graphed by what you illustrating. The camshaft desighn has so much to do with engine performance it not funny. Great content thankyou. Lester
Each video it seems like like more and more equipment appear in your videos and eventually one day a video is going to appear and you’ll just be gone and the equipment will be all that’s left bc they took over everything.
I personnally love the cam tech. It is just there is so much that the average guy can get from looking at a cam lobe catalog. It is so hard to understand with any repeatability how a certain lobe profile will effect the engine it goes in. How does port flow and valve timing work together with said lobe profile......The variables are, well, endless. Too much information to be crunched without enough information on how the variables effect the performance. That is why Eric's cam challenge was so fun. BUT. Your cam card was the only one with enough info on it to get a hint of how aggressive the lobe actually was. So, comparison to everybody else was basically mute. At least for me. the card specs for a Super Stock racing class cam "looks like stock, factory" cam specs. We all know it is far from it. Thanks for sharing info and for all you do. I love to learn everything I can about making horsepower with gasoline.
You need to remember that us old guys use the terms that we read in magazines and catalogs ... even the current comp catalog lobe list uses the terms incorrectly ... I have learned a lot more of the proper terms for lobe design from you .... and at times what you say is over our heads because we don't have the software you have or do it every day like you do ....
Please, please don't "dumb down" Your technical talks. TH-cam is already clogged with alleged "experts" and Squirrels that can't explain or articulate ANYTHING of value regarding engine building, or camshaft design and theory. Let the dummies and those wanting "infotainment" to go look elsewhere.. Even though I've been in the industry for over 25 years, machining and building engines, I still frequently take away some value from Your discussions. Your plain explanations of complex subjects are quite nice, especially the lack of ego or self aggrandizing behaviour and talk. Y'all have carved out a niche of competent information that's approachable for anyone with a basic mechanical aptitude, and I believe You'll continue to gain an audience worth retaining. Just My 2 cents from someone who struggles to articulate the same ideas to people who can't understand..
Hi, you have been posting excellent videos. I do not understand some of them , it is obvious you know what you are talking about. You said you were interested in commenting on other videos. Here is- to me an interesting video. th-cam.com/video/tLyR976Bs1k/w-d-xo.html As you will see, he talks about The cam challenge winning cam specs. He has a different take on overlap. I have watched the overlap arguments for 40? yrs. I have some first hand exp with overlap on DOHC engines.I would be very interested to listen to your comments on this mans thoughts. Happy new yr..
Daniel, I think you nailed two points. The explanation of fastener torque and friction involved; also I think if you get too far in depth on cam specs you will not get as many views. Prayers for the naked and hungry.
Thank you for the feedback and your prayers!
I already ate dinner but is it bad that I'm watching this video naked ?
😂😂
@@MrTheHillfolk well.... I have no comment
😂😂@@MrTheHillfolk
Man your common sense is like having a IQ of 180! I love the videos sir and your knowledge and being humble is why I keep watching
@@scottsigmon926 we really appreciate that 💯
@scottsigmon926 The uneducated cite "common sense". The educated knows there is no such thing. No wonder you believe everybody has IQ 2,000,000. No wonder you cite IQ... something that does not exist.
well done and well explained,good timing for me as i have just purchased a set of Molnar rods for a Cleveland build.cheers good information.
@@kirinhodges4602 awesome
😂 ....your sign off , made my day! And thanks again for sharing some more knowledge!!
@@georgekazimierczak9294 lol, absolutely our pleasure 🙏
@@powellmachineinc that signoff was hilarious 😂
Having been a machinist for 35 years going, I still learn things, and how to explain things that I know to others. Thank you for your down to earth explanations of things.
@mj_slender6717 absolutely 💯
Explanation made perfect sense. Nice job!
@@drivebywire9962 tyvm!
Daniel, please discuss other engine building videos that need clarification or commentary so we all get the correct information to enjoy our passion. I've really enjoyed your channel since I discovered & subscribed a year ago. Your videos are informative and educational and comprehensible. Thank you.
@@wmgreenleaf5671 noted, tyvm!
Great explanation to get to proper clamping load
@@leeedmonds-uc1ks ty
Any content you chose to talk about is great! Thank you!
@@randygrinter2800 I appreciate that, but youtube disagrees
You explained the torque theory vey well. Finally it makes some sense to me. Thank you
@@richardkleinschmidt2343 glad to do it
Always been fascinated by what’s really going on with camshaft’s, so please keep on with the cam doctor explanation’s. Also would look forward to your response to the video’s out there. Keep up with the great work!
@@Gary65-fl4rz got to get people to watch and share the content!
Your experience and the way you explain stuff is awesome. Helps me anyway. Also I've enjoyed your commentary in past videos, so yeah more of those would be great. Thanks man!!!
Another great explanation. The commentary videos could be very good simply because of the action I believe it would create in the comments. There’s a big difference between repeating something you hear and pretending to know something and being able to break it down in a more simple explanation. Go for it.
@@charlesstoneking1574 Ty! will do
You always have good answers to questions and I like it when you hillbilly it up !!!
Another great video!!!!! Keep'em coming!!! Thanks
Yes definitely do commentary on some videos, these videos are very informative!!!
@@justfasial01 💯 will do
Excellent commentary Daniel !
@@n4bhpat thank you!!
i learned alot from this video! iv been watching for a month or two n if i could suggest anything it would be always remember that any view may be someone new to all of this, its still new to me an explaining things in simple terms helps alot!!! even if you have explained something in a previous video its helps to touch on it or refer to witch video that explains what "X" is. look forward to the next one!
@@phillip-cl8bk noted! Ty
Thanks for clearing that up, ramp rate as defined doesn't exist in practice because the valvetrain has compliance, so it's accelerating and decelerating much more than just hanging out at a constant speed, or rate for that matter.
@@rolandotillit2867 exactly
thanks Daniel, some good points in there. from my perspective, the real tech cam ramp vids are over my head and i dont think i would ever use that info. talking through others videos with your thoughts is a good idea. cheers!
I've learnt a bit on RAMPS how smooth on opening and closing ramps need to work depending on the lifters being used, to were making a camshaft and valve train survive, it's like looking at a mountain side on ascending and descending on the graphs from the cam doctor. Your content is fine but I believe many don't want to watch because it probably makes there brain hurt but it's part of the workings of an ENGINE. I do watch YOUR CHANNEL, BRIAN SALTER, CATTLE DOG GARAGE and others, there is a lot of aspects to a camshaft we all learn from each other. Your content is fine, it's many out there want the perfect camshaft to go out there and win competitions, INLET, EXHAUST OPENING and CLOSING times position, DURATION, OVERLAP, LSA,RAMPS, LIFT etc. There's a lot to a camshaft, I don't have a camshaft grinder but it's interesting to see and get a better understanding of the camshaft workings.
@josecarreira8934 absolutely, ty!
Always outstanding information to those nagging questions, thanks and Happy New Year to you and yours Daniel.
@@mrf246 you are very welcome
Learned a lot! Thanks! 🙂
Ty!
Love the in-depth info something i always to have a lot more knowledge on hope the view count goes up thanks
I enjoy all your content but I like the modern tec you share for the old school engines the most along with all the valvetrain video you can do from the cam to the valve seat and everything in between. THANKS
@@waltercarpenter2439 we appreciate that 🙏
I would love to hear your thoughts on other videos. You have a great common sense on this stuff
Good information 👍.
Glad you enjoyed it!
I appreciate the technical videos about cam lobes. The math/physics in these presentations does not put me off at all. So, I'll ask a favor of the rest of the audience. Please get the view numbers up on the technical videos so Mr. Powell will keep them coming for those of us who can geek out on such material. Thanks in advance.
@@davidmarshall8628 ty sir
Great explanation. Thank you for your time.
@@lazyhoundracing9621 welcome 💯
Another good one.
Thanks for the video.
I will never build another engine in retirement but I am fascinated by your cam videos. There are so many TH-cam engine builders that among casual watchers, techniques and opinion become mixed and conflicted. Thanks for always providing understandable content. I’m not sure how you increase views?
@@stevecunningham2759 ty, we appreciate the support
that would e awesome to get your thoughts on some of this stuff other people put out!!!
@@phillip-cl8bk noted!
there is a lot to consider, and a lot going on in a very short time, and in very few degrees of cycle, in some cases less than a degree. when you stop to think about it its hard to imagine, that its slow, or can even transpire. but it has to or we would have many hammered out broken and bent parts with out it. in an entire rev of a cam lobe, broken down, in that one area theres just a lot to it. it still amazes me its all there, its very hard to physically see with your eyes alone. its always been like voodoo and hard to grasp until watching your explanations. your approach to explaining it, and your graphs sure help makes it all make more sense. As to views and making your compensation worth your time, perhaps think of some ideas of vids you have in mind to do, then set one vid to poll those ideas. have idk 5-10 different ideas, in a vid ask the viewers to poll those ideas to see which is going to bring the most interest? in that it call all maybe come full circle and lead into an A to Z lesson on a complete system or subject. myself i have found all your videos of interest. even those i feel i know enough about all ready, because i find each tech has another idea, procedure/method to get the same result. sometimes yours help validate mine, other times i learn another or better way of approaching it. i watch every video no matter content just in case of those reasons. i learned long ago we all learn every day, even what we think we all ready know we learn more of, if or when we stop learning my grand dad use to say we stop living.
@@mitchm275 tyvm! I agree and appreciate ur input
Great info Daniel,thanks
@@rickyfulks6656 absolutely
The most important thing as far as the fasteners goes is to make sure you know the FACTORY recommendations. I am helping a friend work on a late model 6.2 Chevy truck engine and the GM service documentation says to replace the rod and main bolts. I have seen it both ways. A lot of foreign engines absolutely say to replace the main and rod bolts. Most important is to know what the factory recommends and follow that.
Acceleration should increase because of the "hill" coming towards you. The steeper the angle, the faster it comes. Just my thoughts. Excellent information as always Brother! Put some clothes on them kids... lol
In the Apache helicopter world, we have been told to add run-on torque to our our final specified torque. Run-on torque being what it actually takes to turn the nut on the threads. Have you seen any of that in the racing world yet?
This is great content for myself.
I have a question.
Cam lobe profiles.
A cam that is for 6,000 rpm street type. Vs a cam that is for 8,500 rpm race type. I'm assuming the lobe ramp profiles would be different.
I think I'm using the correct terminology.
Is this correct, or would the profiles be the same just different lift and duration and opening and closing event times?
Sorry if this is a repeat question.
@Hjfvvdst the entire profile would be different, the ramp is only about 2 degrees
@powellmachineinc got it. Thank you.
Just trying to make sure my understanding is on track.
That is good useful information. Thank you.
@davidreed6070 glad it's helping
I like this type of content, and I’m not sure how you could make it shorter and still explain the complex concepts. But I doubt most people want this much detail. You’ll probably get many more views and comments by commenting on other channel’s videos and saying what’s right and wrong. Unfortunately, those videos will create a ton of stupid comments on your channel by people thinking they know better, but it would probably grow your channel.
@woods-garage youtube, runs on controversy!
I love tech. All tech. I apply bolt torque tech all the time. I trust you for the application of cam tech. It made me smile when I saw my Model A/B Ford cam on the bench behind you. Bill me fair, and get some clothes on those kids.....
Daniel , can you come and be The Prime Minister of Australia please. You make a lot of sense and clear thinking . Our PM at the moment used to be a Facebook expert I’m sure 😂😂
Interesting video mate thank you .
Love hillbilly analogy, as a hillbilly down in the valley that got 12 years of quality education, I think the answer to what is the ramp rate is, it's a bell curve, not sure though, I've heard the term in probability too
At peak lobe lift isn't the pounds of valve spring pressure at its peak? Thus, those pounds of pressure are multiplied by the given rocker ratio to the remainder of the valve train components?
For best wear resistance would you try to keep the acceleration deceleration a constant rate where maximum would be @ mid lift?
In your experience and wisdom, are the rod bolts, in 3rd Gen HEMI's, torque to yield or no? Thank you for all your teaching.
Pretty sure the ford 5.0 valve train bolts are all discard after use, the cam caps, phasers, head bolts. I’ve put heads in several and the wsm states to remove and discard. I don’t think they stretch like a head bolt does, like you stated. I think it’s to cover their butts. As far as head bolt stretch, you can lay a new bolt next to an old one and visually see the stretch.
The actual reason is that bolts (in the factory) are torqued up by machine these days, not by humans. It's easier for a machine when it's torque by angle. Some engines originally had a torque figure in the workshop manual which was later changed to torque by angle. The end result is the same and the bolts are the same.
What ever will help you but myself I’d love to see it all
How do you calculate the spring pressures for various cams ?
Kit from down under
Add me to the not your average viewer group. Love learning and trying to understand systems. Because you never know where the same physics will show up and being educated and understanding what's in play will help you solve a problem. I think it would also be entertaining to hear you review some of these other TH-cam videos. Thanks Daniel. By the way, I think it would be correct to say there is no velocity and acceleration change when the lifter is on the base circle as well as the max lift couple of degrees on the nose....correct?
The average person doesn't want math;
They want to be right, at any cost.
(Vizard comes to mind)
@@YourFriendlyHoodVampire well, that's probably true
@ I hope I'm wrong.
I will absolutely watch any videos you put out multiple times,
And I would be grateful if you gave us an inside look into how cams are designed.
Thank you for taking the time to educate and help random people like myself out.
Can't have freaky crap going on. LOL, Daniel you are the best
@@bobqzzi lol, ty!!
At peak lift there is no acceleration. The lobe is not pushing any further on the lifter. It is in effect static until the lifter begins its move down off the peak of the lobe.
This is how i understand it from other applications at least
@@GoogleCloudError correct
I love these videos about camshafts but I do think a bit of it is over people's head. Honestly, most cam stuff is over people's head and there are too many people regurgitating the same garbage without any basis in facts and so little solid information being shared people get stuck in the old ways.
For example the Speedway LSA video you debunked is a very common thought process people have. People hear something so many times, they just assume it to be true. This happens in all areas and not just cams or engines. Keep spreading the knowledge Daniel, I appreciate it.
I had to laugh about the kids comment. Haha.
@gofastwclass lol, definitely agree 👍
This has cleared up a lot of my confusion. I have cataracts so when you show your computer screen it is a blank to me. I don’t see the fine lines and I have to depend on what you’re saying. Velocity is the linear motion of the lifter not the motion of the cam surface passing the roller as an example. In Calculus it’s not even a degree on either side of peak lift. It’s what Feynman called the “little Dee’s”, infinitely small divisions.
Reaction videos would be pretty cool!!!
@@GrandPitoVic noted!
At peak lift the acceleration is not necessarily zero. It can be zero depending on the profile used but calculus does not require this. The acceleration is the slope of the velocity curve. If you look at the velocity curve unless the slope of velocity is zero at peak lift i.e. horizontal (it normally isn’t) then the acceleration is negative at peak lift.
Acceleration is defined as the change in velocity. From one degree before peak lift to one degree after there is a change in velocity so there is of necessity a change in acceleration but right at peak lift there is no change in velocity so by definition there is no change in acceleration. That's the point I think Daniel is making.
@@bobhudson6659 acceleration is the rate of change of velocity which is the same as the slope of the tangent of the velocity curve.
If the acceleration is zero then the velocity curve should be horizontal (zero slope) at peak lift. If you look at his earlier videos the velocity curve is not horizontal there is a negative slope. This is not a measurement resolution issue.
There is nothing mathematically or physically that means the acceleration should be zero at peak lift
You can design a cam profile so the acceleration is zero at peak lift with one such example having dwell at peak lift but this is not normal and is usually dynamically not good as the jerk is high
I like keeping it simple.
Yes, please do commentary. Just my $0.02
@@midwestdave33 ty
hi Daniel. not trying to be an A hole but at 10:25 wouldn't that be negative acceleration not negative velocity?
@@cornishcat11 velocity is the first derivative
Here's a question for you that isn't cam related (I don't think), but could you at some future date explain to me what's special about a Cleveland built Ford vs others. I remember years ago a friend had a Mustang 351 Cleveland and he was telling me it was better than a Windsor 351, but couldn't explain why.
I’ll be 100% honest with you man I really don’t enjoy watching cam videos it’s just something I will never do or can’t relate to. I like more of the machine/engine work seeing how things are measured and put together what parts/companies you like better or make a better product but that’s just my opinion.
Hi Daniel. My naked hungry kids. That's a good one. I'm interested in you narrating some other videos. Correct information is good no matter how you get it. Andrew
@@andrewburlock2653 absolutely 💯
Mister, I'll listen to whatever you have to say. That being said, I would be interested in a video that talks about what it takes to build X horsepower. I know that there is an infinite number of combinations possible, but I would think there's a general idea of what components it takes to reliably build 500 or 750 or 1000 horse NA. Sorta like apple pie recipes. There's a million of them out there but what would it take to build a solid 500 horse apple pie?
Ask any race engine builder the simple way to build an X horsepower engine and all will tell you it is not that simple. As Daniel has previously said, it is a combination of bore, stroke, piston design, head design, inlet manifold design, extractor design plus matching a camshaft. Change any one of those components and it affects all the others. It takes a lot of trial and error, apart from all the theoretical design, to get the right combo. Even the weight of the vehicle comes into that; plus even the racetrack that vehicle is going to compete on. Ball park engine combos are common. To get the max out of a combo for a given situation is another thing. All race engine builders will tell you that.
@bobhudson6659 yep. And I'm interested in listening all about it.
Possibly translate what camshaft events mean as it relates to the end result at the crankshaft. To a lot of people you are just saying that a cam makes the valves go up and down. When what they really want to know is what kind of torque or power are those events going to produce and where.
Thanks Daniel for your he info tech info.
Id be extremely interested in seeing your software and acceleration data in relation to valvetrain weights, ratios and stiffness etc.
I believe this is so important and its not on the cam card and by what i can see not shown up on the cam doctor data.
As it needs to be graphed by what you illustrating.
The camshaft desighn has so much to do with engine performance it not funny.
Great content thankyou.
Lester
🤔
Each video it seems like like more and more equipment appear in your videos and eventually one day a video is going to appear and you’ll just be gone and the equipment will be all that’s left bc they took over everything.
I personnally love the cam tech. It is just there is so much that the average guy can get from looking at a cam lobe catalog. It is so hard to understand with any repeatability how a certain lobe profile will effect the engine it goes in. How does port flow and valve timing work together with said lobe profile......The variables are, well, endless. Too much information to be crunched without enough information on how the variables effect the performance. That is why Eric's cam challenge was so fun. BUT. Your cam card was the only one with enough info on it to get a hint of how aggressive the lobe actually was. So, comparison to everybody else was basically mute. At least for me. the card specs for a Super Stock racing class cam "looks like stock, factory" cam specs. We all know it is far from it. Thanks for sharing info and for all you do. I love to learn everything I can about making horsepower with gasoline.
The last time you commented on someone else's video, they quit YT.
You need to remember that us old guys use the terms that we read in magazines and catalogs ... even the current comp catalog lobe list uses the terms incorrectly ... I have learned a lot more of the proper terms for lobe design from you .... and at times what you say is over our heads because we don't have the software you have or do it every day like you do ....
@@scotthatch4653 pount taken
Please, please don't "dumb down" Your technical talks. TH-cam is already clogged with alleged "experts" and Squirrels that can't explain or articulate ANYTHING of value regarding engine building, or camshaft design and theory.
Let the dummies and those wanting "infotainment" to go look elsewhere.. Even though I've been in the industry for over 25 years, machining and building engines, I still frequently take away some value from Your discussions. Your plain explanations of complex subjects are quite nice, especially the lack of ego or self aggrandizing behaviour and talk. Y'all have carved out a niche of competent information that's approachable for anyone with a basic mechanical aptitude, and I believe You'll continue to gain an audience worth retaining. Just My 2 cents from someone who struggles to articulate the same ideas to people who can't understand..
@TurboDog73TX tyvm!!, I thought so to, but the last 6 months we are down 3/4s of where we were, people just don't watch this stuff 😢
Hi, you have been posting excellent videos. I do not understand some of them , it is obvious you know what you are talking about. You said you were interested in commenting on other videos. Here is- to me an interesting video. th-cam.com/video/tLyR976Bs1k/w-d-xo.html As you will see, he talks about The cam challenge winning cam specs. He has a different take on overlap. I have watched the overlap arguments for 40? yrs. I have some first hand exp with overlap on DOHC engines.I would be very interested to listen to your comments on this mans thoughts. Happy new yr..
Happy New Year!!
@@normnicholson ty
Would love to see you speak about these issues with a cam lobe and a lifter in your hands to help me with the instruction.