Welcome to TH-cam Brian. I saw you on the Unity Motorsports Garage stream tonight with Andy and David. Now I’m a subscriber to your channel too. I’m an experienced engine builder so I already have an understanding of cam technology and the overlap topic. But the manner in which you described the topic was right on point. With your vast knowledge and experience, I’m sure you could have gotten deep into the technical aspects of cam design and function but you kept it simple enough for novice builders to learn the essential basics. I’m sure you have a lot more to share in the upcoming segments. You seem to be very aware of the excessive number of “experts” spouting misinformation online. Having your knowledgeable perspective is a welcome change. Well done ! 🏁
Well put together.. I love the no bs , straight fact approach with measurements and visual presentation . I'm a novice and I understood everything you where explaining. I'm glad you took the time to start at entry level descriptions. Thankyou Sir
Thankyou I learned a lot. I had a cam ground for high torque 2500rpm to 5000rpm and when dialing it in I noticed that split overlap at 20thou valve lift was only 18 degrees and now I know why and I noticed that it increased the cranking comp from 150lb to 180lb now I know why. The cam has done exactly what I wanted. I am new to your channel and already I have learned more from you than anyone else thanks again
Yes sir if you have a competent cam grinder and you give him the proper information the camshaft will perform up to specs. Of course this is a mechanical programming and as you well know the only way to change it is to replace that cam with another grind, but then we can't have everything now can we. I had a custom camshaft ground by a cam grinder here where I live and the camshaft performed exactly as he said it would. His slogan was "I can grind you any kind of camshaft you want, what do you want to do".
Best sounding engines have hig compression & mechanical roller cam . The pop from compression & the opening and closing of the valves with those spring rates make for crisp real race engine sound (to me)
I'll touch on 23:00 I agree on everything you are saying based off my tuning experience. On this radical cam engines I've had to do alpha N tuning because it doesn't make hardly any vacuum. You could be at or near barometric pressure on the map sensor at 25% throttle or at 75% throttle on the same cell and have 2 different fueling needs. On this particular car it would have to correct itself a lot using the WB and was very unstable. Alpha N reference map and TPS. Explaining that in the easiest way it used map ve fueling with a TPS multiplier basically and that was how the issue was remedy with no mass air meter implemented. This may have been an alpha N/map blend it was a while back I did that car so I can't quite recall all the details
We built a 454 Chevrolet for a 1984 GMC pickup and I told them I wanted a smooth idle and good vacuum. Installed the engine it had lumpy idle hardly no vacuum had to get creative with the ignition timing to get the vacuum back on the idle. But it worked.
Excellent explanation Brian, you know your stuff,,I never used to think about the importance of working out the perfect ICL/LSA first,for what each engine set up needs,until I saw DV explain it a while back,,A nice surprise to see you on Andy and DV's livestream,,cheers
What makes a race engine sound like it does besides camshaft to me it is a crankshaft that weighs around 43 pounds or less and dry sump so it revs instantly.😂 My first memories and much of my childhood is watching my old man and handing him wrenches building 421 sbc that made 700hp+ for late model dirt cars in late 80s early 90s. Pretty amazing what some lower middle class guy could do with second hand parts or whatever they could scrape together combined with some real knowledge. Keeping up with and sometimes beating the future goat imo of late models.
Not just crank weight but total rotating weight, flywheel, clutch, damper, torque converter, etc. 40 pounds more? Ever notice how any engine on a run stand revs super quick? That's because there's no weight past the starter ring gear.
@@hotrodray6802 obviously there’s more rotating weight but we’re talking about engine building. And on a stand there’s a big difference between a stock weight crank which is 56 pounds and ones 43 pounds or less. So yeah they seem fast stand weight on stand and that’s what it’s like in car with the light weight one. And I don’t run a torque converter with a clutch and flywheel but if you want to go right ahead and send me a video of that as well please.🤣
I saw you on utility motor sports channel as well. Just watch this video. Thank you so much for sharing this. so much dross and crap information on TH-cam , the internet and the world actually,🙈 thank God people like you at a top of their game are sharing and trying to move everything on in the right direction. if we don't educate new people ( and old one,s like me) we're done for. No Pressure then😁 thanks again, CJ
Hello Brian, Great simple to understand tutorial video. Could you please give your opinion on 2-pattern and 4-pattern cams? There is very little information available on them. Thank you!
The you sir Mr Salter. I love Ford FE engines and would like to learn more about cams. I have a 106 on a 110 LSA cam and it has a lot of wheaties in a 390.
I am assuming the LSA you want in the cam is going to depend on the application and intake style, turbo, supercharger, nitrous or nothing. Would be a cool video to talk about how you decide the cam parameters for a given engine. Nice to discover your channel you have good content , I watch Steve Morris and a couple others as well. I think Steve does a good job teaching things but he is strictly boosted engines for drag and drive cars.
@@bigdog2024 yes you are correct and yes you are correct and yes I like watching Steve too. lobe center angle also depends on the cubic inch and how much total overlap you're trying to achieve.
I have a roller cam, made by Ultradyne for the FE that I want to use in a 4.125x3.98 425.51 ci engine that has been sonic and could have been bored to 4.185, but I want to keep the bores stable, and an S475 T6 volute at 8 psig as a blow through possible. But it is 245@ .050, 158@.100 the 279350 in the UD/ Bullet catalog. I have 11:1 CR planned for the engine and the cam is a 110LSA and straight up 106 intake with.018 minimum lash. 1.76 rocker ratio with POP thick shafts, steel spacers and wraparound and kerfed Dove style bolt downs with ARP studs , with Harland Sharp roller rockers. At .018 lash and 1.76 RR it’s .601 lift with 279 duration seat to seat and.245 @.050. My heads and dual plane intake bolted together flow 308 cfm after matching the intake and heads, iron C6TE heads with 2.15 5/16 intake valves and 1.6 11/32 exhaust at 212 through a 2 inch extension pipe. Is this a good roller cam choice for a 625 hp NA 425.51 ci NA and 970 fwhp with 8 psig S480 T6.? The crank is iron 428 CJ 2.75 mains 2.43 rods, 1.66 ch and 6.49 5140 forged stock rods and all ARP hardware. The carb is a 900 cfm DP Holley Dominator flange, and intake is a BBM dual plane.
Thanks for the video! I will need a cam spec's out for a Small block Chevy 427 hydraulic roller street car. When I get all the engine ,transmission, car and application info.should I call you or who do you reccomend?
@@SalterRacingEngines I will it's going to be awhile. Just planning ahead and saving some money. My friend that is an engine builder has been watching your videos now really likes them. He builds alot of dirt and asfalt stuff in Ohio.
That cam I ordered that was lumpy and very little vacuum it also forced me to use a higher stall converter then I really wanted so I could get the idle down.
In 1998 I bought the Mr gasket engine Dyno when it came out and it ran in doss mode. Since then I bought a few newer versions like dynamation oh my gosh I'm sorry I can't think of the name of it. And to be honest now because I've done so many of the years I kind of know where I want to go and I may plug it in the computer just to see how close the computer says I am to what my experience says. However I'm on the lookout for really good software if you know of any to try.
@@joe-hp4nk both cams have great potential to do well. I almost 95% of the time choose a dual pattern cam The reason is I like a little more exhaust just to help it RPM better. If we're talking a race engine with a very good high-flow exhaust I never go beyond four numbers split on the intake and exhaust duration. Meaning if I have 250 on the intake I will use around 254 for my exhaust duration and that's only if I have a high flowing header and good cylinder heads. If I'm doing a performance engine that has to use stock exhaust pipes with catalytic converters I might run 6 -8 or maybe even 10° split between the two because of the restrictive exhaust you're going to need a little more open time to get the exhaust out of the way. I very rarely use single pattern cams I'm not saying they're not good I'm just saying I just don't really use them that often. But a single pattern cam is certainly suitable for a engine that has great heads and high flowing exhaust
If you're running a street engine that has good exhaust system and high-flow mufflers I would still maintain the 3-5 degrees of split between the intake and exhaust lobes on my duration. Just for example if I was building a 383 stroker or something like that with a good header and good exhaust I wouldn't hesitate to put a 250 intake 254 exhaust Please keep in mind I'm just using those numbers for illustration that would be a fairly thumpity cam for the street but hopefully you see what I'm trying to say
@@SalterRacingEngines Thankyou, yes it's a street engine. A 454 bbc with ported closed chambered oval port heads 2:19 in. 1:72 ex. steel shim gasket. About 9.5/1 cr headers are 2" primaries and 3" straight back exhaust with 3" mufflers. Duel plane intake with 1" spacer and 750 Holley HP. I want to keep it street friendly so I think I'll go no higher than 230 @ .050 but with a 108 LSA and 550 - 600 lift. and 4 more degrees on the exhaust as per your feed back. Thanks very much and all the best.
@@joe-hp4nk I put a 236@ .050" exhaust in a 1978 C30. It ran and towed great. The intake was a few degrees less. It had a lopey idle. I don't remember vacuum number at idle, but it wasn't bad. It had hydraboost brakes.
@@niebs_projects well I have found that the cylinder head information is critical if it's ever possible you want the actual flow numbers from your cylinder head and the altitude plays a factor to. But I've had some come out pretty accurate sometimes the horsepower and torque were reversed as far as what the desktop said but for such a cheap price I think it's a great tool.
LSA oriented methods are BS LSA is a result not an input WE raced XKE Jags with adjustable cam timing, adjusted to the racecourse .050 is next to worthless, painting with a broad brush I use .006 at the valve which accounts for rocker ratios and valve lash. seat to seat at what lift? The cams in the twin chevies I mentioned in the other post had an advertised duration of 400 (think at .001) we did however tighten up the lash to soften the low end :) lift was limited by the springs and rockers of the day lobes were narrowed to clear the rods Really good presentation
@@scottosborne8735 can you be a little more specific with your question so I understand exactly what it is you're asking The way I'm reading your question I think you're asking me if a poor camshaft design has anything to do with engine bearing loading is that right?
@SalterRacingEngines my Pontiac cruised 80 mph at 3800 rpm. Vacuum at cruise was 23" Hg. Cruising repetitively destroyed the bottom end. Oil temperature was stable until cruise, then went to 300F, very quickly on freeway. I had a cam that 244 at 0.050", on 110 LSA. I theorized that this along with strong scavenging exhaust led to repeated failure. It took a long time to understand. Exhaust had 4-2-1 collectors, x-pipe and 2.5" dual exhaust, full length of car. 450 inch Pontiac, 12:1
Welcome to TH-cam Brian. I saw you on the Unity Motorsports Garage stream tonight with Andy and David. Now I’m a subscriber to your channel too.
I’m an experienced engine builder so I already have an understanding of cam technology and the overlap topic. But the manner in which you described the topic was right on point.
With your vast knowledge and experience, I’m sure you could have gotten deep into the technical aspects of cam design and function but you kept it simple enough for novice builders to learn the essential basics. I’m sure you have a lot more to share in the upcoming segments.
You seem to be very aware of the excessive number of “experts” spouting misinformation online. Having your knowledgeable perspective is a welcome change. Well done ! 🏁
It just dawned on me You look like a marine drill sergeant.😂
Lol I spent some time in the service
Well put together.. I love the no bs , straight fact approach with measurements and visual presentation . I'm a novice and I understood everything you where explaining. I'm glad you took the time to start at entry level descriptions. Thankyou Sir
Thankyou I learned a lot. I had a cam ground for high torque 2500rpm to 5000rpm and when dialing it in I noticed that split overlap at 20thou valve lift was only 18 degrees and now I know why and I noticed that it increased the cranking comp from 150lb to 180lb now I know why. The cam has done exactly what I wanted. I am new to your channel and already I have learned more from you than anyone else thanks again
Yes sir if you have a competent cam grinder and you give him the proper information the camshaft will perform up to specs. Of course this is a mechanical programming and as you well know the only way to change it is to replace that cam with another grind, but then we can't have everything now can we. I had a custom camshaft ground by a cam grinder here where I live and the camshaft performed exactly as he said it would. His slogan was "I can grind you any kind of camshaft you want, what do you want to do".
Best sounding engines have hig compression & mechanical roller cam .
The pop from compression & the opening and closing of the valves with those spring rates make for crisp real race engine sound (to me)
Good information! Thanks for sharing.
I like how you're explaining this
Thanks for the video really enjoyed it. Would like to hear more on how each part affects rpm and performance
Thank you for taking the time to produce this channel and sharing you knowledge and information for all 👍.
Thanks for this, I’m a heck of a lot less confused than before watching👍
I'll touch on 23:00 I agree on everything you are saying based off my tuning experience. On this radical cam engines I've had to do alpha N tuning because it doesn't make hardly any vacuum. You could be at or near barometric pressure on the map sensor at 25% throttle or at 75% throttle on the same cell and have 2 different fueling needs. On this particular car it would have to correct itself a lot using the WB and was very unstable. Alpha N reference map and TPS. Explaining that in the easiest way it used map ve fueling with a TPS multiplier basically and that was how the issue was remedy with no mass air meter implemented. This may have been an alpha N/map blend it was a while back I did that car so I can't quite recall all the details
Well you sound like you know what you're talking about on the tuning side
We built a 454 Chevrolet for a 1984 GMC pickup and I told them I wanted a smooth idle and good vacuum. Installed the engine it had lumpy idle hardly no vacuum had to get creative with the ignition timing to get the vacuum back on the idle. But it worked.
Nice informative video on camshaft characteristics or different working areas of camshafts.
Great Channel and videos! Thx for all the info, Brian.🤙
Excellent explanation Brian, you know your stuff,,I never used to think about the importance of working out the perfect ICL/LSA first,for what each engine set up needs,until I saw DV explain it a while back,,A nice surprise to see you on Andy and DV's livestream,,cheers
Hey thanks for the camshaft tech and Great job on your first video! Ill deffenetly keep this video in mind when picking my next Cam!
Great Information, and excellent description. Thank you
Channel is growing quick. The other day you were at 600 subs. Keep it going Brian
What makes a race engine sound like it does besides camshaft to me it is a crankshaft that weighs around 43 pounds or less and dry sump so it revs instantly.😂 My first memories and much of my childhood is watching my old man and handing him wrenches building 421 sbc that made 700hp+ for late model dirt cars in late 80s early 90s. Pretty amazing what some lower middle class guy could do with second hand parts or whatever they could scrape together combined with some real knowledge. Keeping up with and sometimes beating the future goat imo of late models.
Not just crank weight but total rotating weight, flywheel, clutch, damper, torque converter, etc. 40 pounds more?
Ever notice how any engine on a run stand revs super quick? That's because there's no weight past the starter ring gear.
@@hotrodray6802 obviously there’s more rotating weight but we’re talking about engine building. And on a stand there’s a big difference between a stock weight crank which is 56 pounds and ones 43 pounds or less. So yeah they seem fast stand weight on stand and that’s what it’s like in car with the light weight one. And I don’t run a torque converter with a clutch and flywheel but if you want to go right ahead and send me a video of that as well please.🤣
The video I wanted to see. Thanks bro.
I 100% needed to see this video.
I saw you on utility motor sports channel as well. Just watch this video. Thank you so much for sharing this. so much dross and crap information on TH-cam , the internet and the world actually,🙈 thank God people like you at a top of their game are sharing and trying to move everything on in the right direction. if we don't educate new people ( and old one,s like me) we're done for. No Pressure then😁 thanks again, CJ
Hi Brian new sub here, I got you off of Andy’s channel
I remember when Chrysler vehicles used to put the map sensor inside the ECM crazy.
Map versus mass air flow characteristics very interesting.
Great video and I have learned something that i forgot about
Hello Brian, Great simple to understand tutorial video. Could you please give your opinion on 2-pattern and 4-pattern cams? There is very little information available on them. Thank you!
🔔😎
Got here from DV live. Thanks.
YeeeeHaaaaw!!!
Please do more with the desk top Dyno program I know it's a great tool with almost no current info using properly especially on yt
The you sir Mr Salter. I love Ford FE engines and would like to learn more about cams. I have a 106 on a 110 LSA cam and it has a lot of wheaties in a 390.
I am assuming the LSA you want in the cam is going to depend on the application and intake style, turbo, supercharger, nitrous or nothing. Would be a cool video to talk about how you decide the cam parameters for a given engine. Nice to discover your channel you have good content , I watch Steve Morris and a couple others as well. I think Steve does a good job teaching things but he is strictly boosted engines for drag and drive cars.
@@bigdog2024 yes you are correct and yes you are correct and yes I like watching Steve too. lobe center angle also depends on the cubic inch and how much total overlap you're trying to achieve.
I have a roller cam, made by Ultradyne for the FE that I want to use in a 4.125x3.98 425.51 ci engine that has been sonic and could have been bored to 4.185, but I want to keep the bores stable, and an S475 T6 volute at 8 psig as a blow through possible. But it is 245@ .050, 158@.100 the 279350 in the UD/ Bullet catalog. I have 11:1 CR planned for the engine and the cam is a 110LSA and straight up 106 intake with.018 minimum lash. 1.76 rocker ratio with POP thick shafts, steel spacers and wraparound and kerfed Dove style bolt downs with ARP studs , with Harland Sharp roller rockers. At .018 lash and 1.76 RR it’s .601 lift with 279 duration seat to seat and.245 @.050. My heads and dual plane intake bolted together flow 308 cfm after matching the intake and heads, iron C6TE heads with 2.15 5/16 intake valves and 1.6 11/32 exhaust at 212 through a 2 inch extension pipe. Is this a good roller cam choice for a 625 hp NA 425.51 ci NA and 970 fwhp with 8 psig S480 T6.? The crank is iron 428 CJ 2.75 mains 2.43 rods, 1.66 ch and 6.49 5140 forged stock rods and all ARP hardware. The carb is a 900 cfm DP Holley Dominator flange, and intake is a BBM dual plane.
Brian What is your opinion on centering the overlap triangle ?
Thanks for the video! I will need a cam spec's out for a Small block Chevy 427 hydraulic roller street car. When I get all the engine ,transmission, car and application info.should I call you or who do you reccomend?
@@dondotterer24 email me bsalter@salterracingengines.com
@@SalterRacingEngines I will it's going to be awhile. Just planning ahead and saving some money. My friend that is an engine builder has been watching your videos now really likes them. He builds alot of dirt and asfalt stuff in Ohio.
Cane acroos your channel and like your style. You and Gale Banks explain topics in a way that registers with me and i am able to stay tuned in.👍
Excellent introduction
That cam I ordered that was lumpy and very little vacuum it also forced me to use a higher stall converter then I really wanted so I could get the idle down.
You’re using Desk Top Dyno I see. Are they still in business? I have a very old version of this. Can’t get updated info anymore.
@@laytonturpin864 yeah same here you can still buy updated versions like new ones and the pro sim is the better one
What are the characteristics of a cam with a larger duration that the lobe separation has been increased to reduce overlap?
Hi Brian, who’s software do you use to measure & analyze camshafts?
In 1998 I bought the Mr gasket engine Dyno when it came out and it ran in doss mode.
Since then I bought a few newer versions like dynamation oh my gosh I'm sorry I can't think of the name of it. And to be honest now because I've done so many of the years I kind of know where I want to go and I may plug it in the computer just to see how close the computer says I am to what my experience says. However I'm on the lookout for really good software if you know of any to try.
@@SalterRacingEngines Thanks for showing DeskTop Dyno 5! I liked the lift render on 2000. 2003 did not have it.
What engine specs determine the choice between a single pattern cam or a duel pattern cam? All the best, thanks.
@@joe-hp4nk both cams have great potential to do well. I almost 95% of the time choose a dual pattern cam
The reason is I like a little more exhaust just to help it RPM better. If we're talking a race engine with a very good high-flow exhaust I never go beyond four numbers split on the intake and exhaust duration. Meaning if I have 250 on the intake I will use around 254 for my exhaust duration and that's only if I have a high flowing header and good cylinder heads. If I'm doing a performance engine that has to use stock exhaust pipes with catalytic converters I might run 6 -8 or maybe even 10° split between the two because of the restrictive exhaust you're going to need a little more open time to get the exhaust out of the way.
I very rarely use single pattern cams I'm not saying they're not good I'm just saying I just don't really use them that often. But a single pattern cam is certainly suitable for a engine that has great heads and high flowing exhaust
If you're running a street engine that has good exhaust system and high-flow mufflers I would still maintain the 3-5 degrees of split between the intake and exhaust lobes on my duration. Just for example if I was building a 383 stroker or something like that with a good header and good exhaust I wouldn't hesitate to put a 250 intake 254 exhaust
Please keep in mind I'm just using those numbers for illustration that would be a fairly thumpity cam for the street but hopefully you see what I'm trying to say
@@SalterRacingEngines Thankyou, yes it's a street engine. A 454 bbc with ported closed chambered oval port heads 2:19 in. 1:72 ex. steel shim gasket. About 9.5/1 cr headers are 2" primaries and 3" straight back exhaust with 3" mufflers. Duel plane intake with 1" spacer and 750 Holley HP. I want to keep it street friendly so I think I'll go no higher than 230 @ .050 but with a 108 LSA and 550 - 600 lift. and 4 more degrees on the exhaust as per your feed back. Thanks very much and all the best.
@@joe-hp4nk I put a 236@ .050" exhaust in a 1978 C30. It ran and towed great. The intake was a few degrees less. It had a lopey idle. I don't remember vacuum number at idle, but it wasn't bad. It had hydraboost brakes.
I've played with desktop dyno for years and always wondered how accurate the HP numbers are that it states?
@@niebs_projects well I have found that the cylinder head information is critical if it's ever possible you want the actual flow numbers from your cylinder head and the altitude plays a factor to. But I've had some come out pretty accurate sometimes the horsepower and torque were reversed as far as what the desktop said but for such a cheap price I think it's a great tool.
LSA oriented methods are BS LSA is a result not an input
WE raced XKE Jags with adjustable cam timing, adjusted to the racecourse
.050 is next to worthless, painting with a broad brush I use .006 at the valve which accounts for rocker ratios and valve lash.
seat to seat at what lift?
The cams in the twin chevies I mentioned in the other post had an advertised duration of 400 (think at .001) we did however tighten up the lash to soften the low end :) lift was limited by the springs and rockers of the day
lobes were narrowed to clear the rods
Really good presentation
Too much novice content hurts my brain!!
Thank you for your knowledge and videos USA 🇺🇸 TRUMP 2024
Why not Harris? Wise lady👍
Way too much? Can poorly engineered over-scavenging create unmanageable load on bearings/oil?
@@scottosborne8735 can you be a little more specific with your question so I understand exactly what it is you're asking
The way I'm reading your question I think you're asking me if a poor camshaft design has anything to do with engine bearing loading is that right?
@SalterRacingEngines my Pontiac cruised 80 mph at 3800 rpm. Vacuum at cruise was 23" Hg. Cruising repetitively destroyed the bottom end. Oil temperature was stable until cruise, then went to 300F, very quickly on freeway. I had a cam that 244 at 0.050", on 110 LSA. I theorized that this along with strong scavenging exhaust led to repeated failure. It took a long time to understand. Exhaust had 4-2-1 collectors, x-pipe and 2.5" dual exhaust, full length of car. 450 inch Pontiac, 12:1
The Compcsm.timining gear the one thst cost about $250 can ypu adjust that timing so it between lLSA,
@@markbogle8062 yes the one you are referring to has 6 bolts on the cam gear which allows you to adjust it plus or minus 6 degrees