The camshaft is one of the most important parts of an engine when it comes to making power, but its also one of the most confusing parts for a beginner. Advertised versus at. A page book could be written on the individual design characteristics of a cam and its relationship with all the other parts in an engine, but we have only so many pages each month.
Some of the cam stories weve done in the recent past have gotten rather esoteric, involving custom-ground lobes or combination-specific profiles. Thats great for someone whos built a few engines, but what about those of you who are just starting to understand how all this works?
In the real world, speed shops have the most popular cam grinds in stock, so thats what most beginning engine builders use. We decided to hit the dyno and show what the typical, off-the-shelf grinds do for street performance in a common street engine. And since RHS is right across the street from Competition Cams, we picked CCs brains and research records to come up with a selection of its most popular cam grinds.
We tested five camshafts in the same engine to show what each cam does, how much power it makes, where it makes it and why you would want one over the others. The test started with a near-stock cam, the Dual Energy hydraulic, and went up in lift and duration in degree increments until we got to the single-pattern cam.
In each test, the only parts changed were the cam and lifters. Every other component, including the valvesprings and ignition timing, stayed the same, and in most cases the carb jetting also remained the same as the baseline. Three runs were made with each camshaft, then this data was averaged.
The results show that each cam has its advantages and disadvantages compared to the rest. Which one is for you depends on what you want out of your engine and car. We wanted the test engine to be like the typical street engine. That means streetable compression, no expensive cylinder heads, and no high-dollar, trick partsjust a good, solid performer. The short-block is completely machined, including honing with torque plates, and assembled with a remachined cast crank, remanufactured rods with new bolts, Silv-O-Lite cast pistons, Sealed Power moly rings and Fel-Pro gaskets.
The rotating assembly is balanced. These heads are a little better than a set of stock heads at making power, but the biggest benefit is that they are very affordable and feature brand-new castings and parts, not rebuilt stuff.
Compression comes in at 8. Comp Cams High Energy hydraulic lifters, pushrods and valvesprings were used throughout our test. We specified an Edelbrock Performer intake and a cfm model Holley four-barrel carburetor, and the dyno headers have 1-inch primaries. The first cam to be tested was the Dual Energy DE hydraulic.
This cam is similar to a stock grind, with degrees of intake duration and degrees of exhaust duration at. The Dual Energy cams are dual-pattern, meaning that, in this case, the exhaust has more duration than the intake. A dual-pattern cam is used for several reasons, mostly for increased exhaust scavenging.
Since the intake ports typically flow better than the exhaust ports, more exhaust duration means the valve is open longer, compensating for the weaker port flow. Designed for stock-type engines, the DE has a very smooth idle and makes most of its power below rpm, but falls flat on its face after that. This cam made a healthy lbs-ft of torque at only rpm and horsepower atbut it really nosed over past that, dropping to only at The vacuum produced at and rpm was at near-stock levels, illustrating the tame nature of this profile.
The next cam to be tested was the DE, which is one step up from the This is still considered a mild cam sometimes called an RV cambut in smaller engines like a or a it will have a perceptible lope at idle.
The idle vacuum is good enough to operate power brakes, and you could run this cam with a stock torque converter without any problems at all. As you can see from the chart, however, it was worth 21 horsepower over the at rpm, and while the peak torque only increased by 3 lbs-ft, it came rpm higher. Of particular interest is the power made at Where the was over and done with, the was still making good power. Jumping ahead another 10 degrees brings us to the DE, which pushes the. This cam has enough duration and lift that youll know its there.Display Options.
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Elgin E920 camshaft
International Customer Options. Delivery Options If you are an international customer who ships to a US address choose "United States delivery" and we will estimate your ship dates accordingly. International delivery. United States delivery. Give your classic musclecar that lumpy, high performance idle or hold on for high-lift, high-rpm race performance. Recent Vehicles. Refine results by: Current Vehicle Recent Vehicles.
Recently Searched. Show Recent Vehicles. X Welcome International Customers! This search has too many results 8, to show them all. Continue to "Narrow Your Results". View By Product Groups. Instructions Large Image Video.Nov 25, 1. Messages: 29 Likes Received: 0.
Nov 25, 2. Messages: Likes Received: 0. Nov 25, 3. I am assembling a new engine and this is the cam I am cosidering. The car will be street driven only. Nov 25, 4. Nov 25, 5. The motor went from the s10 to a nova with power brakes. Nov 25, 6. Messages: 9, Likes Received: 2. Too much cam for the application. Elgin Lift:. Nov 26, 7. Nov 26, 8. Messages: 10, Likes Received: 1. It's a little sucker but should really produce some grunt!!
As always, jmho. And please note!! Nov 27, 9. This may be the cam I should use. Nov 27, Bill, The old cam really need's 11 to one even tho I daily drove it for years in my 10 to 1 CR. And I figure this Elgin cam is their version of the old You must log in or sign up to reply here.
Show Ignored Content. Share This Page Tweet. Your name or email address: Do you already have an account? No, create an account now. Yes, my password is: Forgot your password?Performance Camshafts. By Dimitri N. Elgin Elgin Cams. The goal in rebuilding an engine is to return its performance and reliability to what it once had new. Dema giving one of his many lectures.
Photo taken from his video series circa The package of professional skills you acquired as a rebuilder still apply to building high-performance engines, whether for yourself or for customers. But a few advanced skills must also be acquired or rented. So must further, up-to-date insights, for making effective de. Then knowledge is power. The topic of engine performance is enormous and enormously complicated. So one article can lead only so far. We try the possible. This article looks for a moderate but real increase in power to a production engine that must run well at reasonable rpm on pump gas.
Find the Balanced Package. See how each aspect of the engine balances against the others. Maximum usable rpms are limited by resistance to gas flow through the engine, and maximum piston speed is limited by stresses from the inertia of moving parts. Bring the weaker features of the engine up to the performance level of its strong points. Focus your attention close to the action, in the combustion chamber and ports. The better the burn and freer the flow through those, the more power develops.
But the further away you wander from the action, the less improvement comes from your efforts. Chroming the cat-back exhaust system looks pretty but accomplishes nothing. In the big 2-valve iron V8s most of us are most familiar with, the short block is generally a pretty strong assembly, usually capable of handling quite a bit more power than it now puts out in a regular passenger car.
With the exception of its pistons and static compression ratio, build much the same short block as you would for ,mile service life. Power potential lies upstairs, in the heads, the intake and exhaust systems, and especially in the right performance cam to direct the action.Elgin E1185P cam .480/.480 @.050 230/230 adv 306/306 LSA 108
Coming in the other door are many modern, perhaps unfamiliar, alloy 4-valve engines. Most of their heads already flow air extremely well. Slightly different camshafts can release further potential from these heads and make more power than the production lower end can handle in one piece. So here your first task becomes structural. Replace aluminum threads with steel. Figure out what the engine wants to do. Give it the cam s that make that happen. Somewhat surprisingly, the connecting rod affects intake flow.Some might refer to the camshaft as the brain or heart of the engine.
It determines when, how long, and how far the valves open and close in relation to the pistons. For every two revolutions of the crankshaft the camshaft rotates one revolution. On most overhead valve engines there are two main types of camshafts, either a flat tappet camshaft or a roller camshaft. The base circle is the round portion of the cam lobe where the valve lash adjustments are made. A slight high spot on the base circle is called base circle runout. This is the maximum distance that the cam lobe pushes the lifter.
Because the rocker arm ratio will multiply the overall valve lift, this should not to be confused with valve lift. The cam profile is the actual shape of the camshaft lobe. A flat tappet camshaft is slightly more pointed on the nose of the lobe, while a roller lift camshaft has a more rounded profile on the nose of the lobe.
This is a process that synchronizes the camshaft with the crankshaft. For best engine performance, builders use a degree wheel to dial in this measurement. Most manufacturers will list the exact specifications for each cam on the cam card. The length of time the valve is held off the valve seat from the cam lobe. This is measured in degrees of crankshaft rotation. This is the distance measured in degrees of crankshaft rotation from when the valve is open at.
Typically camshaft manufacturers list this measurement by multiplying the cam lobe lift by the stock rocker arm ratio, usually 1. For example, if your cam lobe lift is. This is the angle in degrees between the centerlines of the intake and exhaust lobes.
A degree lobe separation angle means that the peak opening points of the intake and exhaust lobes are degrees apart. This measurement is another way of expressing valve overlap, which is the amount of time that both valves are open on the same cylinder. If the lobe separation angle were 0 degrees, both the intake and exhaust valve would open and close at the same time.Elgin cams ground advanced?
Feb 5, 1. Messages: 29 Likes Received: 0. Feb 5, 2. Messages: Likes Received: 0. Isky has that mega cam card online. Feb 5, 3. Messages: 12, Likes Received: If this is the cam you're talking about If you want it advanced you'll have to do it at the chain. Feb 5, 4. Messages: 10, Likes Received: 9. Only way to know what you have for sure.
Feb 5, 5.
Yes, the cam I am using is the equivalent Elgin cam ground to the Isky specs. I know the only way to really know what I have is to degree the cam. My compression ratio is 10 to 1. I have TRW forged flat top pistons with one large vale relief.
My heads are 64 cc castings with 1. Thank you, Bill. Feb 6, 6. The lift. That by no means should lead anyone to believe that a bargain basement el cheapo cam is a "copy" of any modern "good" cam.Stay Connected With Melling Performance.
Stay Connected With Melling Engine. Melling offers specific high performance camshaft choices for street, RV, strip and circle track racing applications.
Melling camshafts supply the performance to suit your horsepower and torque requirements wherever and whenever you want it. Melling high performance camshafts are developed, engineered, tested and manufactured with the highest standards of quality and materials.
Listed below is a group classification for the custom or high performance camshafts listed in this catalog — the durations shown are based on. The descriptions within each group show the characteristics of the cams in that group as well as any recommended modifications to the car or engine that will help get the desired performance. Good idle quality. Low RPM torque and mid range performance.
Cams may not be computer compatible with EFI Engines. Good low to mid range torque and horsepower. Good mid to high RPM torque and horsepower. For use with manual or high stall auto transmission.
May need improved carb, exhaust and ignition systems. Comination street and d rag. Will have lower vacuum than stock. Mid to high RPM torque and horsepower. For serious racing. Need proper selection of rear axle ratio and improvements in carburation and exhaust systems.
For use with manual transmission or automatic with a very high stall converter. Will not have enough vacuum for power accessories. Download PDF. This field is for validation purposes and should be left unchanged. Customer ServiceExt.