Camshaft Wear Causes, Premature and Excessive Camshaft wear and some of the causes of Cam Failure
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Premature and Excessive camshaft wear,
Premature and Excessive camshaft wear, some of the causes and things to look out for when building your next engine. The valve train is a intricate system of perfectly timed moving parts under great stress, any weak links or incorrectly matched components will result in failure. One f the hardest working parts in any piston engine is the camshaft!
Limiter bashing! When the valve train is at its limit at maximum RPM ignition cut rev limiters provide uneven and erratic cylinder pressures transferring this load directly to the cylinder valves and in-turn camshaft and valve train. Excessive periods of 'limiter bashing' is a leading cause of broken or chipped lifters and camshaft lobes.
Improper valve train control, Incorrect valve spring selection, incorrect assembly height or incorrect pressure will accelerate camshaft lobe wear. In some race applications 'run-in' valve springs are fitted to an engine to reduce lobe loads during the critical run-in period. Incorrect valve spring selection is also a leading cause of mechanical interference in valve spring bind.
Retainer to seal/valve guide is another common issue in regards to mechanical interference in the valve train. Valve to piston interference can occur when valve lift or duration has changed in camshaft selection. Changing cam timing will also change piston to valve clearance.
Rocker arm slot to stud interference is commonly overlooked. There must be adequate clearance to allow for material expansion and operational clearances to ensure there is no mechanical interference.
Excessive camshaft end play will change the relationship between the lifter bore to the camshaft lobe. This can cause several issues from extreme cases of lifters running off the cam or contacting the adjacent lobe to changes in where a flat tappet is running causing it to stop rotating and skid on the cam lobe.
Inadequate cleaning of engine component including the lifter, rollers and roller rockers. Follow manufacturers suggestions on cleaning and lubricating these engine parts before and during assembly. Often debris or failure to pre-soak roller bearings leads to component failure.
Oil contamination, after an engine failure it is critical to clean all oiling galleries to remove any debris that can be pumped through the engine on start up. Any amount of small debris or even lint from a shop rag and block a lifter and cause problems.
Improper break-in procedure and incorrect break in oil will cause immediate damage especially in flat tappet applications.
Lobe wear can also be caused by improper lubrication during installation, often the correct assembly lube is supplied with a new camshaft and must be applied to every cam lobe surface.
THE RIGHT OIL FOR THE JOB!
KCK Lubricants Motorsport Engine Oil Contain 2200 PPM Zinc anti-wear for unmatched protection of all valve train components.
FULL ZINC engine oil explained What does full zinc mean and why do you need it? Engine oil explained: FULL ZINC engine oil explained What d...
Check out the full product range at: https://kcklubricants.com/
KCK Lubricants Facebook: Facebook: kcklubricants
The information contained in the multimedia content (“Video Content”) posted represents the views and opinions of the original creators of such Video Content and does not necessarily represent the views or opinions of KCK Lubricants. The mere appearance of Video Content on the KCK Lubricants site does not constitute an endorsement by KCK Lubricants or its affiliates of such Video Content. The Video Content has been made available for informational and educational purposes only. KCK Lubricants does not make any representation or warranties with respect to the accuracy, applicability, fitness, or completeness of the Video Content. KCK Lubricants does not warrant the performance, effectiveness or applicability of any sites listed or linked to in any Video Content. KCK Lubricants hereby disclaims any and all liability to any party for any direct, indirect, implied, punitive, special, incidental or other consequential damages arising directly or indirectly from any use of the Video Content, which is provided as is, and without warranties.
Limiter bashing! When the valve train is at its limit at maximum RPM ignition cut rev limiters provide uneven and erratic cylinder pressures transferring this load directly to the cylinder valves and in-turn camshaft and valve train. Excessive periods of 'limiter bashing' is a leading cause of broken or chipped lifters and camshaft lobes.
Improper valve train control, Incorrect valve spring selection, incorrect assembly height or incorrect pressure will accelerate camshaft lobe wear. In some race applications 'run-in' valve springs are fitted to an engine to reduce lobe loads during the critical run-in period. Incorrect valve spring selection is also a leading cause of mechanical interference in valve spring bind.
Retainer to seal/valve guide is another common issue in regards to mechanical interference in the valve train. Valve to piston interference can occur when valve lift or duration has changed in camshaft selection. Changing cam timing will also change piston to valve clearance.
Rocker arm slot to stud interference is commonly overlooked. There must be adequate clearance to allow for material expansion and operational clearances to ensure there is no mechanical interference.
Excessive camshaft end play will change the relationship between the lifter bore to the camshaft lobe. This can cause several issues from extreme cases of lifters running off the cam or contacting the adjacent lobe to changes in where a flat tappet is running causing it to stop rotating and skid on the cam lobe.
Inadequate cleaning of engine component including the lifter, rollers and roller rockers. Follow manufacturers suggestions on cleaning and lubricating these engine parts before and during assembly. Often debris or failure to pre-soak roller bearings leads to component failure.
Oil contamination, after an engine failure it is critical to clean all oiling galleries to remove any debris that can be pumped through the engine on start up. Any amount of small debris or even lint from a shop rag and block a lifter and cause problems.
Improper break-in procedure and incorrect break in oil will cause immediate damage especially in flat tappet applications.
Lobe wear can also be caused by improper lubrication during installation, often the correct assembly lube is supplied with a new camshaft and must be applied to every cam lobe surface.
THE RIGHT OIL FOR THE JOB!
KCK Lubricants Motorsport Engine Oil Contain 2200 PPM Zinc anti-wear for unmatched protection of all valve train components.
FULL ZINC engine oil explained What does full zinc mean and why do you need it? Engine oil explained: FULL ZINC engine oil explained What d...
Check out the full product range at: https://kcklubricants.com/
KCK Lubricants Facebook: Facebook: kcklubricants
The information contained in the multimedia content (“Video Content”) posted represents the views and opinions of the original creators of such Video Content and does not necessarily represent the views or opinions of KCK Lubricants. The mere appearance of Video Content on the KCK Lubricants site does not constitute an endorsement by KCK Lubricants or its affiliates of such Video Content. The Video Content has been made available for informational and educational purposes only. KCK Lubricants does not make any representation or warranties with respect to the accuracy, applicability, fitness, or completeness of the Video Content. KCK Lubricants does not warrant the performance, effectiveness or applicability of any sites listed or linked to in any Video Content. KCK Lubricants hereby disclaims any and all liability to any party for any direct, indirect, implied, punitive, special, incidental or other consequential damages arising directly or indirectly from any use of the Video Content, which is provided as is, and without warranties.
4 سال پیش
در تاریخ 1399/05/25 منتشر شده
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