Author	[Modern View]
jdjack 08-04-2012 14:04:37 174.124.104.145 Report to Moderator	Installed a Berrys cam in my JD A few years ago. To me it seems like, once it starts to loose alittle rpm it starts to drop rather fast. Stock stroke, .125 over bore, alittle carb work and some head work. Installed Berrys 129-b cam grind, 214 duration both intake and exhaust365 lift I think that I should have went with a stock grind. What makes a camshaft help keep the low rpm torque? [Reply]   [No Email]
MLPANKEY 08-06-2012 14:26:34 98.68.200.19 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   [quote="BushogPapa"](quoted from post at 17:25:32 08/05/12) My 406 used a Crane Cam with 324 Deg Dur and .531" lift.. Ron..[/quote i am going to make two assumptions . 1 325 is advertised 2 reason for low lift was fuelie or double humped heads. Now for reply wow thats alot of duration even at advertise . How far past 8g did she go before nosing over with a 600 gear. [Reply]  [No Email]
MLPANKEY 08-05-2012 14:35:04 98.68.165.126 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   [quote="jdjack"](quoted from post at 14:26:02 08/05/12) The are .0125 aluminum. I installed them about 8 years. Stock rods. On most long rod engines a shorter duration and wide lsa makes a flatter torque curve. [Reply]  [No Email]
wi50 08-05-2012 08:14:53 174.253.0.96 Report to Moderator	Re: cam explanation in reply to mandm56082, 08-04-2012 14:04:37   Give a yell sometime Jack. 715-790-1869. Marty [Reply]  [No Email]
JDTH 08-05-2012 07:40:28 67.4.230.139 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   Give me a call Jack, when you get a chance. Tim [Reply]  [No Email]
buickanddeere 08-05-2012 06:56:20 209.240.117.98 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   What is the mechanical compression ratio? As previously stated this cam is intended for an 11 to 1 compression engine.And advance the cam one tooth as well. [Reply]  [No Email]
jdjack 08-05-2012 07:38:14 174.124.104.145 Report to Moderator	Re: cam explanation in reply to buickanddeere, 08-05-2012 06:56:20   How do I figure the mechanical compression ratio? I know that I didn't advance the cam one tooth, marks were lined up. I did degree cam. [Reply]  [No Email]
buickanddeere 08-05-2012 11:34:12 209.240.117.3 Report to Moderator	Re: cam explanation in reply to jdjack, 08-05-2012 07:38:14   What pistons are in the engine? Any head or block machining? [Reply]  [No Email]
buickanddeere 08-05-2012 11:34:12 209.240.117.3 Report to Moderator	Re: cam explanation in reply to jdjack, 08-05-2012 07:38:14   What pistons are in the engine? Any head or block machining? [Reply]  [No Email]
jdjack 08-05-2012 14:26:02 174.124.104.145 Report to Moderator	Re: cam explanation in reply to buickanddeere, 08-05-2012 11:34:12   The are .0125 aluminum. I installed them about 8 years. Stock rods. [Reply]  [No Email]
buickanddeere 08-06-2012 10:52:20 209.240.126.158 Report to Moderator	Re: cam explanation in reply to jdjack, 08-05-2012 14:26:02   125 thou over aluminum is rather vague on the compression ratio. Assuming the pistons were stock replacement unit instead of model 60LP pistons which would have been much superior with 7.3 to 1. What she needs now is a set of 10 or 11 to 1 pistons with that cam. I'm guessing that over cammed, under compressed cranking compression pressure is in the 50-70psi range. The late A was 5.5 to 1 with 110psi cranking pressure. Intake Valve timing was 10L, assuming 10 degrees ATDC and 40L which was probably 40 ABDC Exhaust was 45E opening/BBDC and 5E closing, assuming that is 5 degrees ATDC. Assuming also they are using Cam timing instead of crank timing??? So advance the cam one tooth and a fresh set of pistons and she should be a rip snorting machine. Wouldn't hurt to match the ports and manifolds. Blend the rough edges out of the ports and valve bowls. Get a race shop to do a five angle valve job and un-shroud the intake eyebrow with a large valve seat cutter. Should make about double what power she has right now. [Reply]  [No Email]
north puller 08-04-2012 19:30:40 68.171.231.82 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   There is a big difference in overlap caused by large duration, and overlap caused by tight lobe seperation. That cam grind is no good for stock size and/or stock RPM Look for a tighter lobe seperation, maybe 105 to 107, and a more advanced intake centerline, maybe 106 to 108. Pick up the phone and talk to Sonny Daniels at Bullet cams, or Gary Baker. Both will grind a cam for an A, and make it lug if that is your intended use. Sell the Berry cam to a guy with over 500 cubes and 1500 RPM. [Reply]  [No Email]
mlpankey 08-04-2012 16:19:56 98.68.177.169 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   advance the cam and you will pick up low end torque from the added compression caused by doing it. If you dont have a degree wheel or would have trouble installing one since engine is running you could use this method to see where cam is . Install gears straight up and adjust rocker lash rotate engine till the intake valve and exhaust valve are slightly open stop on tdc now back off lash untill both valves are just barely closed lock down lash adjuster . now rotate engine 1 complete time back to tdc use feeler gauges to check the lash gap if both are exactly the same your at split ceneterile if the intake is like .090 and exhaust is like .070 your cam is advanced of coarse the other way would mean cam is retarded. [Reply]  [No Email]
jdjack 08-04-2012 18:20:33 174.124.104.145 Report to Moderator	Re: cam explanation in reply to mlpankey, 08-04-2012 16:19:56   I am having a hard time following this. So I should adjust lash on # 1 cylinder at tdc so they open and then back off so they are closed. then turn engine 360 degress and check lash? The engine is running. I do have a degree wheel. [Reply]  [No Email]
mlpankey 08-05-2012 06:30:35 98.68.179.50 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 18:20:33   I tend to think your lash is already set so you just roll the motor untill you reach overlap where both valves are open. Then back off lash and roll a complete rotation should be compression stroke and read lash gaps. [Reply]  [No Email]
mlpankey 08-05-2012 11:14:22 98.68.179.50 Report to Moderator	Re: cam explanation in reply to mlpankey, 08-05-2012 06:30:35   Iskyderian web site has a good article on this metbod as well as any other method tbat can be used to find the cams centerline and decide if its retarded or advanced. Advancing will make cam act deferent and lug better loosening exhaust valve lash will also make one lug a little better but its only a small amount of lash that can be played with when opening lash. You can go alot tighter with no adverse cam damage but increase lash is small before cam damage occurs. [Reply]  [No Email]
mlpankey 08-05-2012 11:23:33 98.68.179.50 Report to Moderator	Re: cam explanation in reply to mlpankey, 08-05-2012 11:14:22   Ps there are cam designs with relative large duration for relative low valve lift that have wide centers and mak low end torque. So sometimes talking to fhe grinder for recommendations on which way to go in moving the cam can be the best way to get the performance your after. [Reply]  [No Email]
Ole Johnny 08-04-2012 14:34:17 67.142.164.20 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   The 110 centerline spec means that there is some overlap when the valves are working. Overlap is when the two valves on ONE cylinder partially stay open for a short period when the other valve in that cylinder is starting to open. High RPM engines can use overlap because the flow of the volume of the air/fuel mixture entering the cylinder forces itself into the chamber. Im not sure what the centerline specs is for a stock grind but the closer to both valves being closed when the other valve is opening, the more power the cylinder can make at LOW rpm. You can possibly advance the cam timing slightly and stop some of the overlap of the intake valve and the compression stroke. [Reply]  [No Email]
Earl-IL 08-04-2012 14:07:43 173.23.198.181 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:04:37   What was the cam timing ?? [Reply]  [No Email]
jdjack 08-04-2012 14:17:14 174.124.104.145 Report to Moderator	Re: cam explanation in reply to Earl-IL, 08-04-2012 14:07:43   Duration @.050 214 both int and ex lobe seperation 110 cam lift 365 both seat duratiuon at lifter lift ____ (can't read) 250 both Does this info answer your questin? [Reply]  [No Email]
BushogPapa 08-05-2012 17:25:32 173.88.51.117 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:17:14   My 406 used a Crane Cam with 324 Deg Dur and .531" lift.. Ron.. [Reply]  [No Email]
B-maniac 08-04-2012 15:58:50 97.85.62.26 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 14:17:14   That is truely unbelievable specs for an engine not turning over 1000 rpm. Ther's got to be overlap at those specs , not productive in a low rpm engine. Lift is your friend , duration/overlap, not so much. Overlap will effectively lower your actual running comp ratio also , in an engine with an allready low ratio. Probably a communication breakdown between buyer and cam grinder as to intended use/ engine specs. [Reply]  [No Email]
jdjack 08-04-2012 18:11:58 174.124.104.145 Report to Moderator	Re: cam explanation in reply to B-maniac, 08-04-2012 15:58:50   So what you are saying that is way to much for this engine? [Reply]  [No Email]
Ole Johnny 08-04-2012 19:16:19 67.142.164.25 Report to Moderator	Re: cam explanation in reply to jdjack, 08-04-2012 18:11:58   Yes, get ya a stock profile with as much lift as you can find or have the rockers cut and shortened to give you more valve lift [Reply]  [No Email]