you might want to read thru this
preventing cam & lifter break-in failures
viewtopic.php?f=62&t=1515
http://www.gmpartsdirect.com/results.cfm?partnumber=EOS
http://www.gmpartsdirect.com/results.cf ... number=EOS
http://www.pbm-erson.com/uploads/cat%5B ... CEDURE.pdf
http://www.corvetteactioncenter.com/tech/oil/index.html
OPTIONS
it should be rather obvious that theres options, cam failures are usually the result of incorrect CLEARANCES or too much SPRING PRESSURE or LACK of ADEQUATE LUBRICATION,USE DECENT MOLY CAM LUBE, and decent quality oil, adding MAGNETS to trap metallic CRUD HELPS, be sure to change your oil filter and oil after the first 3-4 hours or 100 miles as theres bound to be crud and assembly lube trapped in the oil and filter
READ
http://www.cranecams.com/?show=faq&id=1
(1) get a decent ROLLER CAM, add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
(2) use a SOLID lifter flat tappet cam with lifters with the lube feed holes,add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE, and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
http://www.competitionproducts.com/prodinfo.asp?number=651080DL
(3) mod the lifter bores for more oil flow,add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
http://www.compperformancegroupstor...tore_Code=CC&Product_Code=5011&Category_Code=
(4)USE DECENT MOLY CAM LUBE
http://www.cranecams.com/index.php?show=browseParts&lvl=2&prt=15,
add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
(5) thinking things thru and verifying clearances and spring pressures, and having a well thought thru lube system will significantly lower your chances of having problems,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
.......I have not seen a cam fail in years UNLESS the guy installing it failed to follow those tips
anyone see a PATTERN?
you might want to read thru this AGAIN
http://www.cranecams.com/?show=article&id=2]http://www.cranecams.com/?show=article&id=2
FROM MORTEC
If you are building a SMALL or BIG block Chevy with a flat tappet cam, (solid or hydraulic lifters) be careful during the initial engine break in. It is very easy to lose a cam lobe and lifter during initial break in. This is especially true with a higher than stock lift cam and higher pressure valve springs. The increased push rod angles found on the BBC and poor preparation can make cam lobe failure after initial fire up a distinct possibility. You can help prevent this cam lobe failure by making sure the engine is pre-lubed prior to initial fire up. Use a good high pressure lube on the cam lobes and lifter bottoms during assembly. If possible use a lighter pressure stock valve spring (or if using a valve spring with multiple springs, take out some of the inner springs) to initially run the engine. Then switch to the heavier pressure springs after break in. When the engine is first fired up, keep the engine rpms at 2,500 or above, don't let the engine idle for 20 minutes or longer. This keeps lots of oil splashing up on the cam lobes. Make sure the engine can be run for this time period by having enough fuel available, ignition timing set correctly, coolant available for the motor, valve lash set correctly, etc. The idea is not to crank the motor over excessively before it starts up for the first time. If your BBC flat tappet cam survives this initial break in period, it will be good to go for many miles. After the initial engine break in, drain the oil and change the oil filter. Roller cams generally do not suffer these types of cam lobe failures during initial engine fire up.
if youve adjusted the valves correctly the lifter spins at all rpm levels,but that does NOT mean it wears EVENLY at all rpm levels due to several factors if you look closely AT FLAT TAPPET CAMS you'll see that the center of the cam lobe is NOT centered under the lifter and that the lifter surface is slightly angled , BOTH these factors force the lifter to spin in its bore as the lobe passes under the lifter slightly off center.
SOME of the reasons the higher rpm during the break in phase is important is that
(1) the faster RPMs the better chances the lobe passes under the lifter floated on an oil film and the less time the oil film has to squeeze out between them
(2) the higher the RPM the greater the oil voluum and pressure the engine pumps and the more oil flow is available at the lobes
(3)the higher the rpm level the more oil is thrown from the rods onto the cam lobes
(4)the higher the rpm the greater the lifters weight and inertia tends to compensate for the springs pressure and lower the net pressure as the lifter passes over the cam lobes nose
(5) at higher rpm speed the better chance a small wedge of oil is trapped between the lifter base and lobe from the oil thrown from the lobes surface by centrifical force
(6) two differant metal surfaces scraping past each other at low speeds may tend to wear and GALL as the oil is sqeezed out but two differant hardness steel surfaces that impact each other at higher speeds covered with oil tend to work harden as they mate and will tend to be seperated by that oil
(7)as the lifter spins in its bore the contact point between the lobe and lifter base constantly changes and rotates with the lobe contact point not resisting its passage and the higher the rpms the faster the lifter rotates and the less time the lobe spends at any one point
BTW ADD E.O.S. to the oil and MOLY break-in lube to the cam
before starting the engine and prefill the filter and pre-prime the oil system before starting the engine.
I normally pour it in just before starting the engines cam break in,procedure. because I want to make sure that nothing in the oil/E.O.S. mix can settle out from sitting over a long period of time. now if your running a flat tappet cam you should have also used a moly cam lube on the lobes and be useing a mineral base oil for the break-in procedure, and you'll need to do an oil and filter change after about the first 3-4 hours running time to remove that moly cam lube from the engine after its served its purpose of protecting the cams lobes and lifters at start up, and AS THE LOBES/LIFTERS LAPPED IN. MOSTLY to prevent that moly grease and E.O.S from potentially partially clogging the filter after that mix cools down,but also because both those lubes might leave deposits in the combustion chamber ,over time that might aggravate detonation.
even G.M. suggests that E.O.S. is not a great long term oil supplement, and that its main function is to add extra oil film strength during new engine break in.
http://www.gmpartsdirect.com/results.cfm?singlepart=1&partnumber=EOS
don,t forget a few magnets in the oil pan goes a long way towards trapping unwanted metallic dust formed from the cam and rings lapping in during break-in that might otherwise get embedded in your bearings or cause other problems
heres the magnets I use in every engine
add a few magnets to the oil pan and drain back area in your engine, the trap and hold metallic dust that comes from wear and increase engine life span by preventing that crap embedding in the bearings
http://www.kjmagnetics.com/proddetai...d=D66SH&cat=13
http://www.kjmagnetics.com/proddetail.asp?prod=D66SH
http://www.kjmagnetics.com/proddetail.asp?prod=D82SH
these are even more tollerant of temp swings and retain strength at even higher engine oil temps plus they are smaller and easier to use
The following Mechanical operating clearances must always be verified to ensure proper operation of the camshaft:
Spring coil bind clearance
Retainer to seal/valve guide boss clearance
Piston to valve clearance
Rocker arm slot to stud clearance
Camshaft end play
Distributor shaft and gear end play
Connecting rod to cam clearance
Proper hydraulic lifter pre-load or lash clearance
Proper valve train geometry
proper spring load rates
rocker to retainer clearance
keep in mind roller cam wear tends to occur over time, and usually theres obvious signs of wear that indicate things are about to degrade so anytime you get the chance inspect the components for those wear indications as it might allow you to replace defective parts before things get expensive
http://www.summitracing.com/search/?key ... kers&dds=1
there ARE reduced ratio roller rockers designed to significantly lower the lifter to lobe pressures during the cam break-in process, and its a whole lot easier to swap rockers during the break-in process than swap to lower pressure springs or remove inner springs from dual spring valve trains during the break in process, OR YOU CAN AVOID THE WHOLE POTENTIAL, LIFTER/CAM BREAK-IN PROBLEM IF YOU RUN A ROLLER CAM
these links may be useful
http://garage.grumpysperformance.com/index.php?threads/adjusting-valves.196/
http://garage.grumpysperformance.co...cally-tracking-down-a-valve-train-noise.6237/
http://garage.grumpysperformance.com/index.php?threads/metal-in-oil.10875/#post-47688
http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/
http://garage.grumpysperformance.co...k-after-a-cam-lobe-rod-or-bearings-fail.2919/
preventing cam & lifter break-in failures
viewtopic.php?f=62&t=1515
http://www.gmpartsdirect.com/results.cfm?partnumber=EOS
http://www.gmpartsdirect.com/results.cf ... number=EOS
http://www.pbm-erson.com/uploads/cat%5B ... CEDURE.pdf
http://www.corvetteactioncenter.com/tech/oil/index.html
OPTIONS
it should be rather obvious that theres options, cam failures are usually the result of incorrect CLEARANCES or too much SPRING PRESSURE or LACK of ADEQUATE LUBRICATION,USE DECENT MOLY CAM LUBE, and decent quality oil, adding MAGNETS to trap metallic CRUD HELPS, be sure to change your oil filter and oil after the first 3-4 hours or 100 miles as theres bound to be crud and assembly lube trapped in the oil and filter
READ
http://www.cranecams.com/?show=faq&id=1
(1) get a decent ROLLER CAM, add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
(2) use a SOLID lifter flat tappet cam with lifters with the lube feed holes,add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE, and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
http://www.competitionproducts.com/prodinfo.asp?number=651080DL
(3) mod the lifter bores for more oil flow,add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
http://www.compperformancegroupstor...tore_Code=CC&Product_Code=5011&Category_Code=
(4)USE DECENT MOLY CAM LUBE
http://www.cranecams.com/index.php?show=browseParts&lvl=2&prt=15,
add a high voluum oil pump, baffled 8 qt oil pan, with a windage screen and check your clearances and avoid the problem,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
(5) thinking things thru and verifying clearances and spring pressures, and having a well thought thru lube system will significantly lower your chances of having problems,USE DECENT MOLY CAM LUBE,and decent quality oil,adding MAGNETS to trap metalic CRUD HELPS
.......I have not seen a cam fail in years UNLESS the guy installing it failed to follow those tips
anyone see a PATTERN?
you might want to read thru this AGAIN
http://www.cranecams.com/?show=article&id=2]http://www.cranecams.com/?show=article&id=2
FROM MORTEC
If you are building a SMALL or BIG block Chevy with a flat tappet cam, (solid or hydraulic lifters) be careful during the initial engine break in. It is very easy to lose a cam lobe and lifter during initial break in. This is especially true with a higher than stock lift cam and higher pressure valve springs. The increased push rod angles found on the BBC and poor preparation can make cam lobe failure after initial fire up a distinct possibility. You can help prevent this cam lobe failure by making sure the engine is pre-lubed prior to initial fire up. Use a good high pressure lube on the cam lobes and lifter bottoms during assembly. If possible use a lighter pressure stock valve spring (or if using a valve spring with multiple springs, take out some of the inner springs) to initially run the engine. Then switch to the heavier pressure springs after break in. When the engine is first fired up, keep the engine rpms at 2,500 or above, don't let the engine idle for 20 minutes or longer. This keeps lots of oil splashing up on the cam lobes. Make sure the engine can be run for this time period by having enough fuel available, ignition timing set correctly, coolant available for the motor, valve lash set correctly, etc. The idea is not to crank the motor over excessively before it starts up for the first time. If your BBC flat tappet cam survives this initial break in period, it will be good to go for many miles. After the initial engine break in, drain the oil and change the oil filter. Roller cams generally do not suffer these types of cam lobe failures during initial engine fire up.
if youve adjusted the valves correctly the lifter spins at all rpm levels,but that does NOT mean it wears EVENLY at all rpm levels due to several factors if you look closely AT FLAT TAPPET CAMS you'll see that the center of the cam lobe is NOT centered under the lifter and that the lifter surface is slightly angled , BOTH these factors force the lifter to spin in its bore as the lobe passes under the lifter slightly off center.
SOME of the reasons the higher rpm during the break in phase is important is that
(1) the faster RPMs the better chances the lobe passes under the lifter floated on an oil film and the less time the oil film has to squeeze out between them
(2) the higher the RPM the greater the oil voluum and pressure the engine pumps and the more oil flow is available at the lobes
(3)the higher the rpm level the more oil is thrown from the rods onto the cam lobes
(4)the higher the rpm the greater the lifters weight and inertia tends to compensate for the springs pressure and lower the net pressure as the lifter passes over the cam lobes nose
(5) at higher rpm speed the better chance a small wedge of oil is trapped between the lifter base and lobe from the oil thrown from the lobes surface by centrifical force
(6) two differant metal surfaces scraping past each other at low speeds may tend to wear and GALL as the oil is sqeezed out but two differant hardness steel surfaces that impact each other at higher speeds covered with oil tend to work harden as they mate and will tend to be seperated by that oil
(7)as the lifter spins in its bore the contact point between the lobe and lifter base constantly changes and rotates with the lobe contact point not resisting its passage and the higher the rpms the faster the lifter rotates and the less time the lobe spends at any one point
BTW ADD E.O.S. to the oil and MOLY break-in lube to the cam
before starting the engine and prefill the filter and pre-prime the oil system before starting the engine.
I normally pour it in just before starting the engines cam break in,procedure. because I want to make sure that nothing in the oil/E.O.S. mix can settle out from sitting over a long period of time. now if your running a flat tappet cam you should have also used a moly cam lube on the lobes and be useing a mineral base oil for the break-in procedure, and you'll need to do an oil and filter change after about the first 3-4 hours running time to remove that moly cam lube from the engine after its served its purpose of protecting the cams lobes and lifters at start up, and AS THE LOBES/LIFTERS LAPPED IN. MOSTLY to prevent that moly grease and E.O.S from potentially partially clogging the filter after that mix cools down,but also because both those lubes might leave deposits in the combustion chamber ,over time that might aggravate detonation.
even G.M. suggests that E.O.S. is not a great long term oil supplement, and that its main function is to add extra oil film strength during new engine break in.
http://www.gmpartsdirect.com/results.cfm?singlepart=1&partnumber=EOS
don,t forget a few magnets in the oil pan goes a long way towards trapping unwanted metallic dust formed from the cam and rings lapping in during break-in that might otherwise get embedded in your bearings or cause other problems
heres the magnets I use in every engine
add a few magnets to the oil pan and drain back area in your engine, the trap and hold metallic dust that comes from wear and increase engine life span by preventing that crap embedding in the bearings
http://www.kjmagnetics.com/proddetai...d=D66SH&cat=13
http://www.kjmagnetics.com/proddetail.asp?prod=D66SH
http://www.kjmagnetics.com/proddetail.asp?prod=D82SH
these are even more tollerant of temp swings and retain strength at even higher engine oil temps plus they are smaller and easier to use
The following Mechanical operating clearances must always be verified to ensure proper operation of the camshaft:
Spring coil bind clearance
Retainer to seal/valve guide boss clearance
Piston to valve clearance
Rocker arm slot to stud clearance
Camshaft end play
Distributor shaft and gear end play
Connecting rod to cam clearance
Proper hydraulic lifter pre-load or lash clearance
Proper valve train geometry
proper spring load rates
rocker to retainer clearance
keep in mind roller cam wear tends to occur over time, and usually theres obvious signs of wear that indicate things are about to degrade so anytime you get the chance inspect the components for those wear indications as it might allow you to replace defective parts before things get expensive
http://www.summitracing.com/search/?key ... kers&dds=1
there ARE reduced ratio roller rockers designed to significantly lower the lifter to lobe pressures during the cam break-in process, and its a whole lot easier to swap rockers during the break-in process than swap to lower pressure springs or remove inner springs from dual spring valve trains during the break in process, OR YOU CAN AVOID THE WHOLE POTENTIAL, LIFTER/CAM BREAK-IN PROBLEM IF YOU RUN A ROLLER CAM
these links may be useful
http://garage.grumpysperformance.com/index.php?threads/adjusting-valves.196/
http://garage.grumpysperformance.co...cally-tracking-down-a-valve-train-noise.6237/
http://garage.grumpysperformance.com/index.php?threads/metal-in-oil.10875/#post-47688
http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/
http://garage.grumpysperformance.co...k-after-a-cam-lobe-rod-or-bearings-fail.2919/
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