cam chang benefits

Yes the piss has began to flow... I'm not biased.. I have parts from Greg, Don, and Hamilton on my truck.. Every one of them seem like good folks to talk too.. Agree to Disagree.. A cam shoot out would be a good thing..
 
A cam program specifications are based on the needs and requirements of a givenengine . The type of fuel it burns dictates to some extent the basic parameters . In a diesel engine cylinder pressure development is critical to timing of the ignition event. This is very evident in huge profiles where intake seat timing ( .006 tappet lift ) extends past a certain point , allowing cylinder pressure to bleed back in to the intake track, and giving back precious airflow , some of this reversion also contains spent combustion gases , diluting the next intake charge. More importantly this loss of air , also translates in to less air to compress, and delays the point in time where true compression ignition happens.



On the other side of the valve train , opening the exhaust valve earler will allow a high pressure wave of exhaust to pound the turbine wheel. This allows a given combination to spool quicker , and to a tuner the ability to run looser ( AR ) and bigger turbo’s.
Open the event too soon and you give up cylinder pressure while it’s still doing work.



I have 25 years in Race engine development , and most of this is direct R&D, with camshaft, and valvetrain components .

John Partridge owner of Bullet cams has done all of my grinding for the last 20 years starting when he was at Lunatic cams .My cams are ground here in America , by Americans The UGL cores are Cummins blanks .

With MaxSpool Engineering , I have worked diligently to develop some great diesel profiles, with over 5 new profiles in the last 18 months. These profiles have propelled the Nitro Flash Truck, to the fastest time for a Cummins powered truck 8.29 at Vegas 2 years ago, and the BreakSmart Dragster to a 7.75 pass with the Chute out at a 1000 foot . Project X diesel has been a test bed for MaxSpool Cams development Program as well


The list of people that use my cams includes Jorge Alfonso 1300 + hp CR , Brian Carters Big Red , and many more .

If you buy one of my cams , you get a cam card , and my experience on the phone if needed.
I do each cam based on your needs , I have done over 650 cams in the last 36 months I have done over 75 8620 steel billets as well.

I use a dual spring with a Titanium retainer , the reasoning behind this spring is that with development time on the spintron , I found that one of the major problems with the 24 valve / Common rail , bridge system, is if the springs do not progress evenly thru their range of lift , the weaker spring will give way , causing the bridge to allow unstable valvetrain motion.
The uneven spring progression , also allowing one valve to open farther. This is not critical in stock, and small lift profiles , but become scary at higher RPM’s and more aggressive , and higher lift performance cams.
The inexpensive single spring is just that inexpensive. When you go to a Dual spring you must use a dedicated retainer . This increases cost , but in my 25 + years experience in valvetrain’s , necessary in this application .
 
Goat, Greg never talked about these cams at PRI 2 years ago, He was too busy arguing with John about the ins and outs of Nitrous. It was 3 months or so ago. More lies coming from the Maxspool camp? It sounds like you work for greg in the advertising dept.

BTW Greg, my springs, locks, retainers, and rockers are made in the U.S. Where are your springs and pushrods made? My cams are manufactured offshore just like yours are.

Reb, I gotta give it to you, a lot of the stuff you are saying is dead on.

Joel, do you have any before and afterthe cam swap dyno runs?
 
I dyno d a while ago, but it was without the smarty,cp3,....etc I plan on getting on the rollers again but need some more air. Last numbers are not worthy of posting. I will keep you posted though. Thanks again Zack!
 
Hamilton Cams said:
BTW Greg, my springs, locks, retainers, and rockers are made in the U.S. Where are your springs and pushrods made? My cams are manufactured offshore just like yours are.
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Gregs cams are ground in Mississippi. Are you saying yours are not ground in the USA?
 
I am just defending the fact that everybodys cam is made offshore. Everything else I sell is made in the U.S.A. Can others say that? Greg? Don?
It is no secret, in fact it is widely publicized that colt cams does my grinding.
 
I have to ask a question. Is there any value in a camshaft that you have to flycut the pistons over a cam that you just slide in and use standard pistons? These heads only flow to 0.500 in of lift, at what point should you stop adding fuel so you can cylinder scavenging? I'm building a 12v or 24v street/strip brawler. I want to run till 5000 rpm and use a 13mm pump. run big chargers, lots of fuel. Might even use spray sometimes.
 
Mike Holmen said:
I have to ask a question. Is there any value in a camshaft that you have to flycut the pistons over a cam that you just slide in and use standard pistons? These heads only flow to 0.500 in of lift, at what point should you stop adding fuel so you can cylinder scavenging? I'm building a 12v or 24v street/strip brawler. I want to run till 5000 rpm and use a 13mm pump. run big chargers, lots of fuel. Might even use spray sometimes.
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There is a lot that can be achieved with out cutting the pistons , and a lot more that can be achieved by gaining additional valve clearance cutting the pistons..

While the stock 24 valve heads stall out at .350 valve lift , the reality is that cylinder head in positive manifold pressure applications flow better even when the valve is lifted past the point of stall.
Stall is the point where lifting the valve additionally produces no gains in air flow , and in some cases the flow number back up.
Now a properly ported 24 valve head will produce flow number that increase until .600
The maximum practical lift with stock rocker rations 1.34 to 1 and a .375 lobe is .502 gross lift .
Gross lift is the theoretic lift , not taking in to play lash , and push rod deflection .

The lift number are not the primary limiting factors in fitting a cam profile in a particular engine , the factors that mostly effect the clearance issues are duration . The exhaust closing , has the piston chasing the valve up . The intake valve chases the piston down . These events illustrate the .potential for interference of valve and piston. .


If the job is to fit a cam in the available space , then you maintain the existing exhaust closing , and intake opening , timing events. Opening the exhaust valve sooner will allow higher pressure combustion gasses to charge out of the exhaust port and crash in to the turbine wheel , this allows the same volume , and basic pressure gasses to drive a larger charger . Open the valve to soon, and you allow the gasses to exit while they are still capable of doing work.



Now to the intake side of the equitation . We can keep the intake valve open longer , this allows the pressure in the intake to continue filling the combustion chamber as the pistons rounds the bottom , and starts to come back up , keeping it open longer allows more air , the down side is that if the valve is open past the point where the charge is equal to the intake port, you can lose compression back in to the port , this is called reversion

Ok enough of the engineering lesson

To do a maximum effort engine requires additional piston to valve clearance over stock . But I can get really close with out having to cut the pistons , just requires a little work,
The results are really incredible ,
,
 
Mighty Goat said:
And yes, it's a whole new world with the Silver Bullet. Yes, I have to rev higher now with the SB, but there's no doubt in my mind that the only reason I can daily drive my SB with TNT-R pod at 62 is because of the cam.
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That's odd, my SB drove fine with and without the cam. Heck I DD'ed it with huge injectors and a stock cam. Zach's Big Stick sure did light it better but it was completely driveable with the stock cam. Now with the SB-S480 twins I can see 10-15 psi at 1600 rpms and they are full on at 19-2000 rpm.
 
We have the first hundred MaxSpool 2,5+ cams in production now , these cams are ground a Bullets cams in Olive Branch Mississippi . My pushrods are built to my specifications in America by the same people that did all my competition eliminator parts both my 3.8 10mm , and 7/16 10mm taper wall push rods have seen Sprintron time , and are guaranteed The Nitro Flash Truck has the 3/8 10 mm from the beginning , and have never failed , even after hundreds of 6000+ rpm runs

I do custom grinds at the same price as the production cams , and I can fill any need from low RPM tow rigs to 6500 RPM in either cast , or 8620 billet .
I have sold over 600 cams , and around 100 of the 8620 steel billets in racers and pullers

My dual springs and titanium retainers are also manufactured in the USA .
 
Aside from the pissin goin back n forth this is all really good information

However.

Whose cam is best - you will NEVER know unless even if you had the opportunity to test all of the various cams in one truck with one setup and even then it would not be a fair comparison.

Why? Because each cam will react differently to a particular setup - so all you could prove is that with that particular truck - one cam worked better - at the time of the test

next truck the cam that didnt shine might just be the cam that does shine.

O and lets not forget air density and fuel temperature and quality etc etc from hour to hour

If the cam meets the person objectives, and budjet, then that sells more cams than the one that gives every single last hp available, does.

From an outsiders point of view - and an out of country view - I dont care where the darn thing is made - so long as the product is good, and lasts and is cost competitve and does what it is advertised to do

By the way - I run a PDR cam - because at the time it was $300 vs about $5-600 for every other offering 2 years ago.
 
Greg, would you please give us a recap of your accomplishments again.

Mike, yes you can do much more if you cut your pistons. Because of the poor flow characteristics of our heads, our cams need much more duration to spin big R's. Duration not lift is typically where piston to valve issues happen. Open up your clearances and now you have room to play ball.

Zach
 
Comp461, Hamilton thanks for the info. I'm building a street brawler/race S-10. I have a PDR cam in my 02 dodge 3/4 right now and its a nice piece but thats for a near stock truck.

A long duration cam, can the engine idle and how much smoke is present vs. a short duration cam. I'm thinking that at lower rpm's, the bigger duration cam would be abit messy. I want a decent power band from around 2000 rpm up to 5000 rpm's. I still haven't figured out how much stall I want to run on the torque converter. I'm gonna use a 2wd dodge RE47/48 tranny. Big fat wheenies on a dana 80.

I'm learning lots, thanks guys, keep the info coming.
 
Hamilton Cams said:
Greg, would you please give us a recap of your accomplishments again.

Mike, yes you can do much more if you cut your pistons. Because of the poor flow characteristics of our heads, our cams need much more duration to spin big R's. Duration not lift is typically where piston to valve issues happen. Open up your clearances and now you have room to play ball.

Zach
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Why do we need to hear about Gregs accomplishments again? I have seen what Gregs cams will do and do not see that we need a recap on that!

Zach, What have you accomplished? I am trying to decide what cam to get for our back up engine for the puller. Why should I use your cams over something that I KNOW will work? Do you have anything in the winners circle? What would you recommend for a 6000 rpm truck running a 3.65 turbo? Do you have valve springs that will handle that kind of abuse?
 
Read All Of My Posts

STOCK FUEL HERE Nasty. Stock injectors, stock pump. TNT-R, Dr. P Variable Gain, and Maxspool 2.5+. Without the cam and rpm's it wouldn't be possible.



TheBigNasty said:
That's odd, my SB drove fine with and without the cam. Heck I DD'ed it with huge injectors and a stock cam. Zach's Big Stick sure did light it better but it was completely driveable with the stock cam. Now with the SB-S480 twins I can see 10-15 psi at 1600 rpms and they are full on at 19-2000 rpm.
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smokin, I hear Greg talk a lot about his stuff here and there, I was just wanting the full Greg Hogue story , the lifetime bio version. Just giving him a hard time. Is that O.K.?
Also, I don't think blowing my own horn is a good way to get the word out about my products. My 12v and 24v springs go over 6k no problem. As far as what cam, I would need to know what rpm you leave the line, what rpm you typically see down the track, What your head flows from closed to .700" in .050" increments. what your drive pressure is, your bore diameter and compression ratio.

Zach Hamilton
 
I'm not asking you to blow your own horn - I'm asking what tough trucks are running your cams? Whos in the winners circle with a Hamilton cam?

Are your 12 valve springs a single, dual, or triple?

We want to leave the line at 6000 and hold 5200-5500 down the track.
 
I inquired about a cam from Hamilton and told them 6000-6200 rpms were needed on the set up. And they flat out told me they didnt have anything for me. So I marked them off the list of places to buy from. Also was told they didnt have any springs for that set up YET but they were working on it. I have ran Hogues cams in the past with very good luck. Quite possibly had the truck to beat in the 2.6 class here in Missouri running Hogues cam and advice. Hardly any money at all in the motor. No time to actually tune the truck well and it still ran great. I suggest Gregs cams to anyone. Yes great does alot of cheerleading. But he does know his stuff, I at least trust his word on things and have had fine luck. To my knowledge I have never seen him trash anyone or even attempt to. Im sure he can sit here and prove points all day long on why hes right and everyone else is wrong. He chooses not to do so and just spread his knowledge of what he knows. Great cams you have Greg!!
 
I did a hamilton cam in mine along with the recommended lifters, pushrods and springs. The turbo lights faster and the power is easier to use. You will very likely need a head gasket with orings and studs if you install this on a stock head gasket, heh.
Wish I had experience with another setup, but this is the only one Ive tried so far. It was recommended by a shop I use that runs a drag truck at the track as well.
 
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