Clay Smith Cams is a family owned and operated Camshaft manufacturer and Machine Shop located in Buena Park, California. For three generations, Clay Smith Cams has been grinding custom camshafts for race, street and marine applications, as well as providing high performance parts and accessories to customers world-wide.
How does changing the sprocket location change the timing if the cam stays in the same position and the crank stays in the same position. The only thing that seems do change is the sprocket location.
I have a lq9 turbo 9:5:1 with Mast heads, a BTR stg 2 cam ICL on the card wants it installed 109 That is Dot to dot, Going off the degree wheel. I ran it like that for a while but it felt a little lazy out of boost and cranking compression was a little low. So last month I pulled it apart and advanced it 5 degrees and that brought up the cranking compression 20 psi. it feels better and definitely making more power. Even the exhaust note sounds different. I think most will say that cam is not good for my combination. It should be installed on what the cam card recommends.
Great presentation; however make all measurements in timing chain tension clockwise so your degree wheel is on target. Tapping back and forth often can miss a degree.
7:30 and 11:40 🤔You're rotating against running rotation which changes the slack of the timing chain which will give you an inaccurate reading. 🤔 ALL cam readings must be taken with clock wise (at the degree wheel) engine rotation. 🙄
cool video, but why it makes a difference when you only pull the crank sprocket of the crank and put it back in another keyway, when the crank or cam isnt moved ?
I have in joy watching your video I believe that can degree my engine . It was the right fixing for me I picked up a lot of knowledge watching this video 👍👍👍
You presented this very well. The pause in editing was as effective as I have ever seen. You are a natural teacher. When you educate and indivual you educated one person. When your education makes you a teacher then you educate us all. From a Texas brother to a brother down under, " You done good."
This makes no sense because I e watched simple videos of easy aftermarket raving cam shaft being installed and not once was this stupid degreeing was done and truck still has insane power.. sooo yeah, you don't' "have" to do that. Someone explain
If we dont purchase an adjustable cam timing chain, then none of that process is even possible. 2. If you retard your "bigger" cam... you match the lifter openings more perfectly as to the timing of cylinder movement. Summary: while cams and crank shafts are auto timed for all standard applications... think me walking into general auto parts store saying gimmee a sbc cam for a 305(stock)!! Aftermarket...(street racing), more rowdy cams, etc... can use and benefit from a micro adjustment versus the crank in order to eeek out that last 1 to 10 percent of power at high rpms. A larger cammed motor will still run even if the cam is not perfectly timed...... kinda like lifting your foot off the pedal of yer bike before your leg rounded the bottom of the rotation...(just an example). Still possible Lots of power But maybe leaving some wasted energy in mid stroke. Best wishes.
ive a 496 chevy with 305 afr heads 10:25 cr. ive the smallest voodoo solid roller cam but want to go to hr with short travel lifters can you make a grind with 629 lift and about 240 @050 ground on 108 lsa? also too.where would you degree that cam for optimum?
If you have a camshaft that the numbers have been ground down because of secretive engine tuners. How do you find your valve lift and duration? Valve lift should be easy enough but the duration... I'm not sure
Watch the video, he just showed you how to find the duration, which works on every cam and then he showed you how to calculate lsa based on duration @ .50
Very nice as I'm about to dive off into the ge cam degreeing abyss. Excellent explantation. Will the lifters in the kit work with a solid roller cam. Thank you. All help is greatly appreciated
7:13. Did you already set the indicator to 0 off screen or did you luck out being right on the zero? "Once we get it to this point you bring the lifter to full lift." It wasn't already at full lift???? Were you just talking about the indicator set up? Then you spun it to full lift again instead of showing it the first time??
@44 special so he did that off camera? Then showed his process after it was set up? I'm a dummy and need thinks circled and underlined haha. It's just finding TDC on the lifters right?
@@sawyerbarnes7439 Yes he sat up the dial gauge and put the intake lobe to it's highest lift point (lifter at tdc) and put the gauge on 0 off camera and then did it again since he didn't show it the first time and landed on 0 because he already zeroed it the first time off camera . At the end he found out the intake lobe was at max lift a few crankshaft degrees off so he took it apart and changed it .
Great video ! l have a 2015 Ford Fusion 2.0 Turbo * (gasoline) do you have any hi perf. cams for sale ? The onl help l could get in this respect was Crowler would " re-grind" an original set of cams. Can you, or anyone seeing this recommend something for this engine ? Thanks K.😜
Great video! 2 degrees isn't much. Would have liked to see you check exhaust too. I always check both intake and exhaust. Sometimes intake is off one way and exhaust is off the other way so you split the difference.
this was my question. I cant get my head around how the relationship between cam and crank changed at all by removing the spocket and turning it when it's not attached to the crank.
@@alanmeyers3957 thanks, I did build an engine over the winter and did figure it out finally. At first it didn't compute, but then I realized each slot has a slightly different positional relationship to the teeth on the gear and that's where the difference is.
