In today’s video, engine builder Richard Holdener is going to show you the dyno results of a previously modified 5.0L Ford engine before and after a cam swap (and unplanned valve spring replacement). Before the cam swap, Holdener is starting with an engine constructed of a BluePrint Engines 306 cubic-inch short block crate engine (a
LS engine enthusiasts are all too familiar with the infamous “sewing machine” sound that can come with an aftermarket performance cam swap. Basically what happens is the new cam affects the valvetrain in such a way that it creates a noise that’s eerily similar to the clatter of a sewing machine. It’s an annoying issue
Q: I have a 1976 Toyota FJ-40 with a 350 small block from a 1973 Camaro. The engine has been rebuilt and is stock internally. The heads have a fresh valve job, and the engine features a Holley 650 cfm carburetor on an Edelbrock Torker II intake. I am using the stock four-speed transmission and
This is directed to Jeff Smith – great article on ignition timing. I have a few questions. My problem is I can’t seem to get the timing right with either the initial or top end total and my engine is slow to start. I have a ‘67 Camaro with a 327 with double hump heads running stainless steel
I’ve read something about camshafts that some cam companies grind advance into the camshaft. I thought that you could only advance the cam once it was installed in the engine? How does the cam company grind advance into the cam? L.T. Jeff Smith: This is a great question. Everyone tends to look at the intake
“Roller lifters maintain better contact with cam lobes, allowing cam designers to create profiles with more midrange and top-end power than a flat-tappet cam with the same duration,” says two-time NHRA Pro Stock champ Jason Line. In this short tech tip video from Summit Racing and Powerblock TV, Line will give you a quick refresher
You’ve got questions. We’ve got answers—the Summit Racing tech department tackles your automotive-related conundrums. This week in our Mailbag, we’re discussing what you need to know when choosing a new camshaft. Q: I bought a rebuild kit for my stroker 383 Chevy. It’s .060-inch over (388 cubic inches) with TRW flat top pistons, 10:1 compression, and Brodix Track
I purchased a used hydraulic roller camshaft from a friend that was originally used in an LS1 engine. My buddy says it’s a mild cam that’s bigger than a stock LS6 version, but he didn’t have any more information. The end of the cam is stamped 3709/3711 HR 114 followed by CC and 7661-11. Can
By now, it’s common practice (or should be) to use break-in oil with ZDDP or a zinc additive for a flat-tappet camshaft. But what about roller cams? Any old oil will work for that, right? According top engine builders, ring manufacturers, and cam grinders, the answer is no. And the reason is pretty simple. While the rings
The Summit Racing tech department tackles your automotive-related conundrums. This week, we’re discussing common causes of camshaft failure and what you can do to prevent it. Q: What causes a camshaft to fail? A: We’ve gotten that question (or something very similar) a lot. We’ve also heard a lot of questions about camshaft installation and break-in procedure. Since
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