over the years, i've been trying to learn as much as i can about camshaft design as i can. basically because it interests me & i want to grind my own cams. flat tappit cams are the most highly loaded engine component, and if not installed correctly and looked after will destroy themselves within minutes. now here's the rub, ( literally ) because of more stringent emission std's over the years car manufacturers have had to clean up their act. catyliticconverters are one way, but you can't run T E L in the fuel because it will slowly bugger the c/c. take out the lead and all of a sudden you have valve seat wear! so you need hardened seats toprevent this problem. but car manufacturers were still struggling with the cats being contaminated. there is an important additive that has been used in motor oils since time began. ZINC DIALKYL DITHIO PHOSPHATE. take this out of the oil and your probably in big trouble, with F/T cams which is exactly what the car manufacturers told the oil Co to do because the ZINC was buggering the cats. but the cunning bastards never really told joe public what they were up to. they got around the problem of cam wear by using roller lifters and redesigning lobe profiles. those using big cams in V8's etc should be looking at using a ZDDP additive in their oil. i always use molybendiumdisulfide grease on cam lobes at start up after major eng work or a new cam / lifter you can buy ZDDP additive in nz. check outZDDP plus on the web
patiki1,
Jan 2, 2:13am
Penrite's HPR 30,40,50 are high in zinc so its good to use when breaking in a cam.As for hardened seats,i only drive around 2000-3000 kms a year so its a waste of time(money) doing them.
bwg11,
Jan 2, 3:15am
This has been a mini (BMC A Series) problem with lumpy cams for a number of years. Castrol Edge 25W-50 seems to work.
cuda.340,
Jan 2, 3:27am
only need zinc additive during the cam run in, after that use Valvoline or Castrol oils. these oil companies will not divolge the zinc content of their oils, only to say, i'll not have a problem with their oil. they were right. my fast ramp highly sprung cams did not wear out at all. i've moved onto roller cams now, waaaay more power than a flat tappent solid & no zinc problems.
mk3zephyr,
Jan 2, 4:08am
i gotta find someone that sells mechanical lifters before i put the mechanical cam in, and thats if it is a mech cam, its a crane product but cant find it on their website, could be hydraulic for all i know
patiki1,
Jan 2, 4:37am
Any part numbers on the cam!
nickr1,
Jan 2, 7:14am
Brad Penn oil has the highest ZDDP (1500ppm). Next is Mobil 1 15W-50 (1300), then Mobil 1 5W-50 (1100). The other thing to watch is how high the Calcium content is.the lower the better. I run two Porsche 911's (flat tappets) on Mobil 1 and when i do a rebuild on one i will use Brad Penn break in oil then continue with Brad Penn 20W-50. But basically if your'e not planning on keeping the car more than 7 or 8 years or not clocking up much mileage it won't matter. If your'e really concerned about wear'n'tear, get an oil analysis done.
mk3zephyr,
Jan 2, 7:21am
Yes it has CR which i am told is a Crane cam and the number 760. I punched that into the Crane site but didnt get a hit, havnt tried old uncle google yet tho
almosttherenow,
Jan 2, 7:40am
Google sez, This is Crane Cams part number 967601. It's the BluePrinted replacement cam for the factory 3863151 350 HP 327 cu.in. hydraulic lifter camshaft. Duration at .050" cam lift is 222 degrees. Lobe separation is 114 degrees. Cam lobe lift is .300", gross valve lift is .450" with the standard 1.5:1 rocker arms. Cam timing at .050" cam lift is: intake opens 2 degrees BTDC, intake closes 40 degrees ABDC, exhaust opens 50 degrees BBDC, exhaust closes 8 degrees BTDC.
attitudedesignz,
Jan 2, 7:46am
LMFAO. Copy & paste fail, that thread on ricekillers.com is for that particular cam. MK3 needs to get ALL the numbers off his one to find out what it is.
patiki1,
Jan 2, 7:49am
Penrite HPR 50 and 40 is 1760ppm.
mk3zephyr,
Jan 2, 8:47am
okelly dokelly, went out to the shed and bought it inside so i could read it properly it has CR760 then under that it has 11 34 and lightly stamped 89. The second 1 has a line stamped thru it as though it was being crossed out. On the front it has 1 stamped on it. Tried taking a photo but the camera wont pick up the markings in the poor light.
Nah looking for the 113489 number now and see if you can read the numbers that look crossed out to see if there is any matching there!
mk3zephyr,
Jan 2, 9:05pm
This is from Mike at Crane Cams. "Our blueprint series of cams such as part number 967601 is marked for identification differently than our other cams. On these cams we drop the "96" prefix and the "1" suffix so 967601 becomes 760. The cam you have is definitely a 967601 blueprint." "Cam 967601 is definitely a hydraulic cam and uses standard Chevrolet style flat tappet hydraulic lifters." Regards Mike Covello Customer Sales and Technical Support Awesome that clears that issue up quite nicely, Thanks to you guys also for your help, Now back to the theme of the thread
cuda.340,
Jan 2, 9:15pm
so now what! looking for a better cam!
bwg11,
Jan 2, 9:23pm
While ZDDP is often discussed, the importance of oil temperature is often neglected. This was from Castrol several years back.
"There has been a lot of debate/discussions regarding the reduction of ZDDP , in modern engine oils , and the suspected premature wear experienced by flat tappet cam engines as a result.
The use of diesel engine oils, which in some cases has more ZDDP than petrol engine oils, is not necessarily ideal because these oils also have a lot more detergents than petrol engine oils and these detergents also compete for surface area together with the ZDDP. Tests were done with diesel engine oils which had high Phosphorous but these oils showed worse cam wear results than oils with lower Phosphorous.
The most important factor when running in engines is that the oil must not be cold , the oil needs to be about 80 degrees celcius or above to get the zinc anti wear additive activated. At low temperature the zinc antiwear additives are not fully activated and this causes the cam to have metal to metal contact resulting in wear on the camshaft. Running the engine in at low idle also causes extreme wear to the camshaft, the engine should run around 2000rpm and the oil needs to get to around 80 degrees celcius. Engines should also not run too high initially as this will add increased load on the camshaft which would result in wear on the cam. On assembly of the camshaft you could also apply a light film of molybdenum grease to the cam lobes, so on the first few revolutions of the camshaft it has lubrication on the surface. The first 10-15 minutes is the most critical, so you would need to run the engine at fast idle between 2000-2500rpm and the oil temperature needs to get to at least 80 degrees celcius.
The Castrol Edge 25W-50 has been through some rigorous camshaft wear tests in Australia, these tests were carried out by a specialist who specializes in modifying camshafts, he tested over 30-40 different oils and the Castrol Edge 25W50 performed as one of the best oils in camshaft wear.protection performance."
mk3zephyr,
Jan 2, 9:57pm
no why!
the-lada-dude,
Jan 2, 10:08pm
yes you are correct BWG11 about some diesel oils. i did suggest using moly di sul grease in my post. pennsilvanian crude oil stock appears to be the best performing race eng oil ( mineral and possibly better than synthetic )as it has a natural cling to metal most motor oils have v low zddp levels oil temp is critical to viscosity ratings ! advertised viscosity ratings are meaningless bullshit esp below 60 deg C to compare viscosities at certain temps you must refer to the manufactures data sheet any other helpful info anybody !
the-lada-dude,
Jan 2, 10:17pm
ok MK3, try segiden in auckland, they have cams and lifters ready to go and it woud be fnn hard to beat there prices try that mag that repco & some car wreckers have PETROL HEAD. heaps of stuff in there. the heads you want to get are the old " fulie " heads , also known as " camel hump " because of the cyl head identification cast on the head end faces.
mk3zephyr,
Jan 2, 10:47pm
The heads i have are part number 3947040 and according to old uncle google came off a late 60's 327/350 Chevy truck, 64cc chambers and makes 300+ horses, good performance head if on a budget of which i certainly am lol
almosttherenow,
Jan 2, 11:37pm
Mk3 Ring murray at engine restorations in levin , with as much details as possible ie piston shape size cc if possible, heads cc, manifold details etc. N he will contact his cam guy with info and wath your wanting. It wont cost anymore than $200 to get 1 ground to suit. if he doesnt have something to suit. ask him about the lifters to. This way you know what you have to start with.
the-lada-dude,
Jan 3, 4:03am
i'm pretty sure the " fuelie heads " that came in the corvettes and the rochester fuel inj were producing 375 +/- HP from the dealer floor i'm not sure if that was the 327 or 350. see if you can find the cam spec's for this model, as it would be v close to what you want. you need a good high rise intake manifold and a 650 cu/ft carb, vaccum operated secondarys will make a lot of difference to low rpm power. dont forget the tube headers ( plenty of info on sizing around ) and try and use an HEI disdributor. changing the ad/ ret curve is critical for low / med rpm HP set a realistic RPM range ! say2 - 5000 power band and max 6000rpm dont go to big, lotsa fellas figure this much looks good so more is better. i doubt if you need more than 265 deg cam duration and .560 " at the valveor measured at .050" lift as the yanks love to do = about 221 deg, say rocker ratio of 1.8 =! ( dam, you'll have to work it out as i can't find my calculator ) say about .315"@lobegrind @ lobe c/l of 110 deg gives you plenty of room to adv /retcam
mk3zephyr,
Jan 3, 9:08am
mine has a edelbrock performer intake manifold, 650 Holley, also has headers and HEI dizzy, running it in a speedway limited saloon so need the torque to floor it out of the corners, We are only allowed a .050" lift maximum.
the-lada-dude,
Jan 3, 9:38pm
therefore a carb with vaccum operated secondaries would be the best are you allowed to modify the chambers / ports i'll dig through my books, but you can always change the rocker ratio which will drop the lift but still give you duration & overlap .
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