Moderate Lift Camshafts: These strike a balance between low-end torque and high-end power. They provide good overall performance and are well-suited for street-driven vehicles that require a broad powerband and drivability.

Camcar part

Lobe separation angle, or LSA, which is measured in degrees of rotation of the camshaft between the maximum lift measurements of the intake and exhaust cam lobes (110 degrees for example), determines the timing between the opening and closing of the intake and exhaust valves. This affects engine idle quality, engine vacuum levels, throttle response, and overall performance. A narrow LSA is one that is considered 110 degrees or less result in more overlap between the intake and exhaust valve opening and closing events, promoting higher engine performance but potentially compromising idle quality and low-speed drivability. A wide LSA is over 110 degrees and reduces overlap of the intake and exhaust valve events. This improves idle quality and low-speed drivability but may sacrifice peak horsepower. Higher flowing heads will often benefit from a wider LSA, as will any type of fuel injection system.

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As previously noted, camshaft lobe separation angle, or LSA, is the measurement in degrees between the camshaft’s intake lobe and exhaust lobe peak lift values. This measurement affects what is called overlap, or when both the intake and exhaust valves are open. A tight or narrow LSA (small angle value) increases overlap, while a wider LSA (larger angle value) decreases overlap. A narrow LSA is generally accepted as an LSA of 110 degrees or less, while above 110 degrees is considered a wide LSA value.

Starting with lift, this refers to how far the intake or exhaust valve is lifted off the valve seat in the cylinder head. This can be a single number (meaning both valves move the same distance) or it can be a split value, where one valve moves further than the other. The more lift the more airflow potential, however you do need to be cognizant of piston to valve clearance with extremely high lift cams. Don’t forget too that the rocker arm ratio adds to the overall lift value as well.

What does a CAM dosoccer

-What is a ¾ Camshaft: The old “3/4” cam goes back to the early days of hot rodding and, unlike the 4/7 cam we discussed above, ¾ cams have nothing to do with firing order. Instead, it’s an abbreviation for “3/4 race.” In the early days of hot rodding, cam grinders typically offered just a few cams for each engine. In addition to other clever camshaft names, “3/4 race” was used to designate a cam that had lift and duration figures somewhere between “stock/mild performance” and “full race.” The modern version of this that we often see in LS cam kits is the “stage 1” camshaft, “stage 2,” “stage 3,” etc. denomination. It doesn’t really tell us much about the specifics of the cam, just establishes a rough hierarchy of where it sits on the ladder of theoretical performance.

Duration, which is measured in degrees of crankshaft rotation (220 degrees for example), refers to the amount of crankshaft rotation that the intake and exhaust valves are open. Like lift, duration can be singular or two values, one for intake duration and one for exhaust duration. Split duration camshafts often favor more duration on the intake side than exhaust to aid in packing the combustion chamber with air and fuel. Longer duration will help make more power at the top of the tach, but low-end torque production will suffer. Conversely, shorter duration camshafts produce more low-end torque and have better throttle response at the sacrifice of high rpm performance.

As early as the 1920s hot rodders were looking at the engine’s camshaft as a way to increase performance. From these hot rodders famous performance camshaft brands rose up to meet the demand with names like Iskenderian, Crower, Smith, Crane, Engle, Herbert, and Winfield, among others. Rodders and racers alike found that replacing their factory camshaft with a performance hot rod camshaft from one of these companies allowed them to increase horsepower and torque along with throttle response or move the power band up or down the rpm range for their application. While somewhat secondary, upgrading the camshaft also altered the exhaust note coming from those early V8s due to the camshaft’s opening and closing timing events being altered along with the common change in duration as well.

Lift, which is measured in thousandths of an inch (.540” lift for example), is the measurement of how far the camshaft moves the lifter, and ultimately the intake and exhaust valve. As for how to measure camshaft lift, total lift is calculated by multiplying the rocker ratio by the camshaft’s lobe lift. Lift can be a single number (both intake and exhaust cam lobes have the same lift) or a pair of numbers (intake and exhaust cam lobes have different lift). The higher the lift the more air and fuel can enter the combustion chamber, increasing the potential for more horsepower and torque. Higher lift cams usually work well for high rpm use where the engine can take advantage of the additional air and fuel flow. High lift cams should always have their piston-to-valve clearances confirmed during installation to prevent valvetrain and/or piston damage.

Where is the camshaft located

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Each Hub Assembly or Wheel Bearing match OE design specifications for exact fit, peak performance and increased service life. The Wheel Hub Assembly on-board electronics comply with specific vehicle computer requirements so the vehicle safety systems operate at peak performance levels and the components are tested independently to ensure only top grade materials are used in construction.

The camshaft’s lobe profile determines the opening and closing events of the valves (both amount of lift and duration the valve is open). An aggressive cam profile provides a higher lobe lift and longer duration, which provide for increased horsepower and torque, but may require additional supporting components to reap those performance numbers (refer back to those iron heads and 5,500 rpm dual plane intake we mentioned earlier). Something a bit milder when it comes to lobe profile may be better suited for your application if you’re simply looking to replace a worn cam and lifter setup and retain your current cylinder heads, intake, and exhaust manifolds. These milder lobe profiles not only are a more cost effective way to go on the street, since you’re not replacing a bunch of supporting parts, but will provide better low-end torque, which is critical to street use. Understanding lobe profiles helps you choose a camshaft that balances performance, drivability, and engine characteristics according to your needs.

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Each Hub Assembly or Wheel Bearing match OE design specifications for exact fit, peak performance and increased service life. The Wheel Hub Assembly on-board electronics comply with specific vehicle computer requirements so the vehicle safety systems operate at peak performance levels and the components are tested independently to ensure only top grade materials are used in construction.

Crankshaft

As noted above, knowing your intended rpm range for your application is critical for correct camshaft selection. Matching your camshaft to the rpm usage, performance needs, and driving style will ensure your camshaft provides the optimum performance at the right rpm. If you’re looking for low-end torque for street use a camshaft with less duration would be warranted (we’ll talk about duration more below). Conversely, if you're building a high-performance or racing engine that operates at higher RPMs, you'll need a camshaft designed to deliver power in that range via more duration (among other cam specs). Consider the whole inlet tract when evaluating rpm range. If you’re running small runner iron heads with a dual plane intake that runs out of breath at 5,500 rpm, installing a camshaft with an rpm range that tops out at 7,000 rpm isn’t going to change the fact the intake and heads will restrict airflow and you’ll not see peak power over 5,500 rpm. This is why you’ll often see additional hardware upgrades with certain cam swaps, and why the “heads, cam, and intake” swap (HCI) is so popular to obtain a matched package for optimum power output. Also, remember that generally a bigger cam benefits from a torque converter with a higher stall speed in cars equipped with automatics transmissions.

Lobe separation angle (LSA) refers to the timing relationship between the intake and exhaust lobes at maximum lift. The timing, in degrees, between the two cam lobes at maximum lift is the LSA. A camshaft with a “tight” LSA of 110 degrees or less has more overlap (the time both valves are open at the same time) and affects engine idle quality, throttle response, and overall performance. As stated above, these tight LSA cams sound great with a nice choppy idle, but vacuum will suffer. A cam with an LSA of 112 to 114 degrees is considered a “wide” LSA and will have a smoother idle with increased vacuum while improving overall drivability. As you can see, the difference between a narrow and wide LSA is but a few degrees.

-What is a 4/7 Swap Camshaft: You might have heard of a cam that actually changes the firing order of the engine. Swapping cylinders 4 and 7 is a popular version of this, particularly on small and big block Chevy engines. Cylinders 4 and 7 are “companion cylinders,” meaning they are both at TDC at the same time, one on compression, the other on exhaust. Because of this, the compression and exhaust events can be switched. Why do this? Think of a Chevy engine (and many others) with a 1-8-4-3-6-5-7-2 firing order. Cylinders 5 and 7 are right next to each other at the left rear corner of the engine and they fire consecutively. Among other things, the idea of a 4/7 swap is to move the adjacent firing cylinders to the front of the engine where they will theoretically build less heat because they’re out in front and right next to the water pump. 4/7 swaps can make more power by changing how air and fuel are being pulled through the intake manifold and can have an effect on the torsional dynamics of the crankshaft.

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The duration of a camshaft refers to how long the intake and exhaust valves stay open. This is expressed in degrees of crankshaft rotation, as explained previously. Duration affects the engine’s breathing ability, so to speak, in that the longer the valve is held open the more air that can move in or out of the combustion chamber. Increasing duration provides more airflow, creating higher peak output and improved performance at high rpm. However, increased duration sacrifices idle quality and low-end torque production for that higher rpm performance. On the other hand, reducing camshaft duration produces more low-end torque with a smoother idle quality and even better fuel efficiency, but you will have lower peak horsepower and torque.

Duration is a value, in degrees, of how long the valves are open. The duration can be expressed as advertised duration and/or duration at .050” cam lift. Most will compare the duration at .050” cam lift, which is measured at .050” of lift off the base circle of the cam, since it is an industry wide standard of measurement. Short duration provides more torque at lower rpm, while longer duration improves top-end performance at the sacrifice of low-end torque.

What does acamshaftdo

Knowing how to properly select a camshaft for your engine takes some real world decisions as to what your plans are with your project. Are you building a high rpm naturally aspirated race car? Or perhaps you’re building a nice low rpm cruiser that needs torque to get off the line and has a noticeable chop to the idle to turn heads? Those are two vastly different camshaft profiles. Sometimes choosing the best camshaft is to sacrifice one value for another. Having that deep, lopey idle thanks to a low lobe separation angle (LSA) means having lower engine vacuum for accessories like power brakes. Weighing these tradeoffs is something that must be done to ensure you have a camshaft with the right specs for your needs. Consider rpm range, cam specs, lifter type, and overall lobe profile will aid you in your decision for the cam that is right for you.

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The four types of lifters are flat tappet hydraulic, flat tappet solid, roller tappet hydraulic, and roller tappet solid. Hydraulic tappets use oil pressure to provide valve lash, whereas the solid tappet design only uses the oil pressure for lubrication and valve lash is set manually with an adjustable valvetrain. Hydraulic tappets are low maintenance and can accommodate for valvetrain wear and are also quieter. Solid tappets require periodic adjustments to maintain correct valve lash and can be noisy (especially flat tappet versions). Additionally, flat tappet lifters are known to be more precise since they do not have the oil pressure inside the lifter controlling valve lash. Hydraulic lifters can be limited by rpm range needs, as excessive rpm can cause the lifters to pump up, holding valves open. The real performance difference between flat tappet and roller cam and lifters, both solid and hydraulic, is that rollers provide extra durability with low wear and can allow more aggressive camshaft profiles to retain a high amount of street manners, providing the best of both worlds. However, roller cams are more expensive than flat tappets. Is a roller cam worth it? Read on to learn more about selecting the right cam and lifter design for your engine.

When upgrading your camshaft, you must consider the disadvantages of such an upgrade along with the benefits. Meaning, installing a performance camshaft with higher lift and longer duration can and will affect wear on other parts of the valvetrain. For example, changing from a .410 lift cam to a .580 lift cam will put more stress (wear) on your valve springs. Increased power comes with increased wear, there’s no other way to describe the fact. There is always a tradeoff and no free lunch, so you must consider both sides of the coin here and if the camshaft you are considering for your upgrade is worth the additional wear and shorter lifespan of other engine components. This is why racing engines are regularly inspected and high wear items like lifters, valve springs, and other pieces are replaced each racing season (and in some cases after each race!).

When it comes to racing applications, duration is going to be higher, ranging from 240 to 280 degrees at 0.050" lift or even higher. These longer durations maximize airflow potential over everything else. Idle quality, low-end torque production, and fuel efficiency will all suffer, but are often of little concern in a high rpm racing environment where the engine is rarely at idle or even part throttle, but the pedal is to the floor lap after lap with the engine at the top of the tach, so that’s where the peak power needs to be made.

Note that in most cases you cannot simply replace just the camshaft (some instances like roller cams you can often reuse the lifters for example). So, consider that when replacing your camshaft that you will have to budget for additional wear items to be replaced, such as valve springs, timing chain and gears, and even the cam bearings. Upgrading to a high performance camshaft may also require modification to upgrade the valve train as well. What is a valve train? That includes things like rocker arms, pushrods, and valve springs that work in conjunction with the cam to control the valves. Additionally, service parts like timing cover gasket, fresh oil and filter, valve cover gaskets, intake gasket, and more will be required as well. Lastly, many suggest tuning upgrades, such as a larger carburetor (or re-jetting what you have), and exhaust headers and/or larger diameter exhaust tubing to take advantage of your new performance camshaft’s entire potential.

Understanding camshaft terminology and what all those camshaft numbers mean is important to determining the best cam for your application needs. If you don’t understand the difference between lift and duration and what the values do to a camshaft’s performance potential, you are essentially throwing darts at the wall blindfolded. For example, higher lift and longer duration camshafts generally offer better top-end horsepower but may sacrifice low-end torque, while narrower LSA values promote higher performance but can affect idle quality and low-speed drivability. Here’s a high level overview of what these terms mean, how cam lift vs duration vs. LSA affect overall performance, and why they matter when spec’ing a camshaft for your build.

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What is a camshaft and what does it do? Put simply, the basic purpose of the camshaft is to open and close the valves that control airflow into and out of the combustion chamber. When, how much, and for how long is determined by the profile of the cam lobes. While an internal engine component, it is also generally not considered too involved to replace and the swap can usually be accomplished with the engine in the car, unlike major internal changes like upgrading the pistons, rods, or crankshaft. The camshaft can completely change the engine’s performance profile, efficiency, and exhaust note, making it one of the most popular internal upgrades amongst performance enthusiasts and racers. So, whether you’re considering replacing your camshaft due to mechanical wear limits or other internal engine repairs/upgrades, or you’re just looking to add some performance and a sweet exhaust note to your ride, it is worth replacing your camshaft.

What does a cam dofor performance

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When considering lift values for your camshaft, keep in mind that the higher the lift the more rpm will be needed for peak horsepower and torque. You’ll also need to consider piston-to-valve clearance with high lift cams. Most OE pistons and valvetrain are good for up to .550 lift cams, but when in doubt, check piston-to-valve clearance or refer to your engine builder or piston manufacturer. Street applications will do well with anywhere from .400” to .550” of lift whereas racing applications often will run .550” plus lift cams and up to .800” of lift in racing applications.

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FVP Wheel Bearing and Hub Assemblies are built to the industry’s highest quality standards. Each Hub Assembly or Wheel Bearing match OE design specifications for exact fit, peak performance and increased service life. The Wheel Hub Assembly on-board electronics comply with specific vehicle computer requirements so the vehicle safety systems operate at peak performance levels and the components are tested independently to ensure only top grade materials are used in construction.

Determining what is a good camshaft duration for your application will depend on your intended use. For street driven vehicles you will usually be looking for a shorter duration camshaft. This results in better low-end torque and drivability, which are crucial for daily driving and stop-and-go traffic. You’ll want to use durations ranging from about 200 to 230 degrees at 0.050" lift for these applications. A duration in this range provides a balance between performance and efficiency that is going to be of more value in typical street driving and the rpms that are seen on the street.

Narrow LSAs provide more overlap, and this overlap can help fill the combustion chamber, as the exiting exhaust gasses will help pull in the intake’s air/fuel charge. This is beneficial to high-rpm performance and mid-range torque production. However, there is no free ride with narrow LSAs, as a narrow LSA will bring a noticeably rough idle and low-speed drivability issues (bucking, etc.) along with lower available engine vacuum. Racing applications where sustained high rpm use is common will benefit more from narrow LSAs.

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So far, we’ve discussed various camshaft attributes like LSA, lift, and duration, but your main decision will be the type of camshaft you wish to run before you even start factoring what cam specs are best for you. Since we’re mainly discussing American V8 engines here and not modern or import overhead cam applications there are four different types of camshafts that we’ll discuss: hydraulic flat tappet, hydraulic roller, solid flat tappet, and solid roller. What is a flat tappet cam? Simply, this camshaft design has a flat lifter face that rides on the cam lobe. What is a roller cam? On a roller camshaft design, the lifer has a roller on needle bearings that rides on the cam lobe. To narrow this down further you’re looking at either a hydraulic camshaft or a solid camshaft, meaning one that uses hydraulic lifters or solid lifters to actuate the valves via the engine’s pushrods. Note that on many engines that could have either came type, knowing how to tell if you have a flat tappet cam or a roller cam can be difficult. Generally, you will need to pull the intake to see inside the lifter valley. Below we will provide a brief description of each camshaft type and then compare flat tappet vs roller tappet cams and solid vs hydraulic lifters.

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Unless you’re going to have a custom camshaft ground to a specific set of values or camshaft recommendation from an engine builder, you don’t need to get too deep into the numbers that make up lift, duration, and lobe separation angle (LSA) camshaft specifications. However, understanding cam specs in general and what they do to the engine’s overall performance will help you compare camshafts from various manufacturers or even between camshaft series from the same manufacturer. Knowing what these values are, and what they’ll do for performance when moved “up or down” will be a huge help in understanding what a specific cam grind will do for your application. Below are various aspects of the camshaft explained to help you know how to choose a camshaft that will work best for your car.

Low Lift Camshafts: These prioritize low-end torque and drivability at the expense of high-rpm power. They offer smooth idle, good low-speed response, and fuel efficiency, making them suitable for daily driving and street applications.

Determining what lifter is best suited for your application may be limited by your engine block to some extent (a vintage block cannot use OEM-style hydraulic roller lifters but may be able to use a retrofit-style roller lifter). The type of lifter used will also dictate the camshaft, as the camshaft’s lobes are ground to run on a specific lifter type (flat tappet or roller tappet). For example, can you use roller lifters on a flat tappet cam? The answer is no, since the lobes are not designed to work with a roller lifter. It is often suggested that it is best to buy your cam in a camshaft and lifter kit, but you will find some kits that also include a timing chain kit and even pushrods for popular applications.

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High Lift Camshafts: Allow the most air and fuel into the combustion chamber, creating maximum horsepower and torque at higher rpm. These camshafts are ideal for race applications where top-end power is critical.

As we noted above, camshaft lift refers to how far the lifter is moved in its bore, and ultimately the valve once rocker arm ratio is figured in. The more lift, the more air and fuel can enter the combustion chamber. Lift impacts your engine’s power band and where the peak torque and horsepower happen on the tach. Higher lift camshafts offer more airflow, ideal for racing. Moderate lift balances torque and power for street driving. A lower lift prioritizes low-end torque for daily driving. To put it in a bit more detail:

Obviously, there’s a lot to consider when it’s time to select the right cam and the best camshaft brand for your engine. Below is a cam selection chart to simplify some of the information that we’ve discussed here. Use this cam guide as a camshaft selector tool to help you compare and contrast different camshaft designs to help you make the right decision.