INSTALLATION INFORMATION FOR WEB-CAM
1. 1. Check piston to valve clearance. Provide the necessary clearance by removing material from the piston Minimum .050 intake, .080 Exhaust
2. 2. Check valve to valve clearance. It may be necessary to remove material from the valves or sink valve seat height in head.
3. 3. Check the valve spring retainer to valve guide clearance at maximum lift. Remove material from the top of valve guides to provide a minimum of .030 clearance.
4. 4. Check for valve spring coil bind at maximum valve lift. Clearance at every coil should be at least .015
5. 5. Be certain that cam and/or rocker arms rotate freely in head or block. Remove material from head, block, or rocker arms where necessary.
6. 6. Engine and cam life depend on proper installation. New or reground followers should be used when installing WEB-CAM profiles. Apply the provided assembly lube to cam lobe and flower surfaces.
7. 7. For proper break-in, after installation of a new camshaft, do not allow your engine to idle below 2000 RPM for the 15 minutes of use.
|DEGREEING IN YOUR CAMSHAFT|
|WHAT IS DEGREEING IN YOUR CAMSHAFT?|
Degreeing in your camshaft means synchronizing the camshaft's position
with the crankshaft. A few degrees of misalignment can affect the
engine's operation dramatically. If there were no manufacturing
tolerances, you would only need to line up the marks on the timing chain
sprockets and the cam would be degreed, but with a group of components
(the camshaft, crankshaft, timing chain, and sprockets) all with their
own standards and tolerances that when installed, can stack up against
you. You can never be sure that the cam is in its correct position until
you degree it in. For best performance, you should degree in all
|FINDING TRUE TOP DEAD CENTER ( TDC )|
DISCONNECT THE BATTERY! Do not use the starter to perform any of
|FINDING INTAKE LOBE CENTER LINE|
all valve lash (clearance). Place your dial indicator on the valve
spring retainer, or tappet. If you are degreeing in a pushrod engine we
recommend placing the indicator on the valve retainer. Please be sure
the angle of your indicator travels at the same angle that your valve
travels. Zero the dial indicator, then turn the engine until you reach
full lift and record how far the valve traveled off its fully seated
position. This will be the actual valve lift of your desired cam
profile. Note: Rocker arm engines can vary. At this point make sure
there is additional clearance with your dial indicator to verify plenty
of travel for our next step.
|FINDING EXHAUST LOBE CENTER LINE|
step is to set up your dial indicator and repeat the above procedure.
The exhaust valve normally opens Before Bottom Dead Center (BBDC), and
the closing will occur After Top Dead Center (ATDC). On some low overlap
cam profiles the exhaust valve may close Before Top Dead Center (BTDC)
however, record for further calculations. Once you have achieved your
opening and closing events we can precede to the following calculations.
|CALCULATE LOBE CENTER SEPARATION|
intake lobe center line to the exhaust lobe center line, and divide by
|ADJUSTING LOBE CENTER SEPARATION|
You may move the cam to the desired lobe center and check again. If you move the lobe centers closer together ( Smaller Number ), it would normally give you more low to mid range. If you move the lobe centers apart ( Larger Number ), it would normally give you more mid to top range. Not all engines can handle tight lobe centers. Certain applications require wider lobe centers, such as stock fuel injected engines or blown applications. For our best recommendation, please call us directly.
Always check all clearances (i.e. piston to valve, valve to valve),
check for coil bind, and check retainer to guide clearance when you
degree in your cams.
|VARYING LOBE SEPARATION ANGLE|
|Moves Torque to Lower RPM||Raise Torque to Higher RPM|
|Increases Maximum Torque||Reduces Maximum Torque|
|Narrow Powerband||Broadens Power Band|
|Builds Higher Cylinder Pressure||Reduce Maximum Cylinder Pressure|
|Increase Chance of Engine Knock||Decrease Chance of Engine Knock|
|Increase Cranking Compression||Decrease Cranking Compression|
|Increase Effective Compression||Decrease Effective Compression|
|Idle Vacuum is Reduced||Idle Vacuum is Increased|
|Idle Quality Suffers||Idle Quality Improves|
|Open Valve-Overlap Increases||Open Valve-Overlap Decreases|
|Closed Valve-Overlap Increases||Closed Valve-Overlap Decreases|
|Natural EGR Effect Increases||Natural EGR Effect is Reduced|
|Decreases Piston-to-Valve Clearance||Increases Piston-to-Valve Clearance|
|LOBE SEPARATION ANGLE|
|Above 114 Deg. = Extremely Wide|
|114-112 Deg. = Wide|
|112-110 Deg. = Moderately Wide|
|110-108 Deg. = Moderate|
|108-106 Deg. = Moderately Tight|
|106-104 Deg. = Tight|
|Below 104 Deg. = Extremely Tight|
|ADVANCING / RETARDING CAM TIMING|
|Begins Intake Event Sooner||Delays Intake Event Closes Intake|
|Open Intake Valve Sooner||Keeps Intake Valve Open Later|
|Builds More Low-End Torque||Builds More High-End Power|
|Decrease Piston-Intake Valve Clearance||Increase Piston-Intake Valve Clearance|
|Increase Piston-Exhaust Valve Clearance||Decrease Piston-Exhaust Valve Clearance|