The 5l camshaft is a great option for a variety of different applications. It’s perfect for trucks and light-duty diesel engines, and offers a higher performance to price ratio than other options available on the market. This camshaft comes with a lifetime warranty, so you can rest assured that it will last as long as possible.
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5l camshaft price
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Camshaft specifications explained
Installed Centerline Angle (Ica)Sometimes there is a bit of confusion distinguishing between lobe separation angle (LSA) and the cams’ installed centerline angle (ICA). Both terms have to do with angles, lobes, reference the peak lift point, and are somewhat related, but are two entirely different measurements. The LSA, sometimes called the lobe displacement angle or lobe spread, is a measurement of how far apart the peak lift points of the intake and exhaust lobes are ground into the camshaft. The cam has an LSA as soon as it’s ground, or just sitting on the workbench. The installed centerline is a measurement of the cam’s phasing when in the engine; the relative position of the cam timing versus the engine’s crankshaft timing. This measurement is usually referenced by the crank degrees from TDC at which the cam’s intake lobe reaches max lift.
Probably why these terms are so often confused is the numbers turn up in the same range of values. A cam ground with 110-degree lobe separation will read an installed centerline angle of 110 if installed “straight-up” or with no advance. Since the camshaft is connected to the crankshaft via the timing chain, the camshaft’s ICA, or phasing to the crankshaft, can be adjusted forward or back, changing the installed centerline angle. This is called advancing or retarding the cam. The installed centerline is what is checked when a camshaft is degreed in.
Most aftermarket cams are ground with some advance built in, typically about four degrees. Advancing the cam makes all the valve events happen earlier, and generally favors low-rpm operation, helping idle quality, cylinder pressure, vacuum, and lower speed torque. Retarding the cam deteriorates these characteristics, though in some cases high-rpm power may be enhanced. The real score is advance will almost always help improve performance, but, most of the time, retarding the cam will gain little if anything, even up top.
Valve Lash And Lifter PreloadWhat separates a hydraulic lifter from a solid flat tappet lifter is the addition of an internal hydraulically operated plunger within the lifter’s body. The way the valvetrain is setup will depend upon whether the lifters are hydraulic or solid. Hydraulic cams generally run with preload, while solid cams must be set up with valve lash. Let’s first consider a hydraulic. It’s helpful to understand how the hydraulic mechanism works and what it does.
Oil pressure enters the lifter through an orifice in the lifter body, and flows through another orifice into the hollow body of the lifter plunger. A one-way check valve at the bottom of the plunger allows oil to fill the cavity below until all the valvetrain clearance is gone, effectuating the hydraulic self-adjustment to zero lash. When the cam rotates into the lift cycle, the check valve at the base of the plunger closes under the pressure imparted by the valve spring, preventing the oil from being squeezed back out as the valve opens. At the top of the plunger of some hydraulic lifters is a metering valve or plate, which supplies oil to the pushrods for valvetrain oiling.
Conclusion
With the valvetrain installed (or adjusted), the pushrod compresses the plunger within its range of travel, and the hydraulic mechanism automatically zeros the lash. How far down the lifter plunger has been displaced at its base setting is called the lifter preload. The recommended preload with hydraulic lifters is usually in the range of 0.020 to 0.040 inch. Most stock Mopar wedge valvetrains are nonadjustable, although many steps taken during engine building, such as milling, lifter design, gasket thickness, or the cam’s base circle diameter can alter the factory preload. In these cases, the solution is custom-length pushrods, or making the change to adjustable rockers.
With adjustable rockers, setting the preload is simply a matter of setting the lobe being adjusted to the base circle, and tightening the adjuster until the clearance in the valvetrain is eliminated (zero clearance). Then turn the adjuster one half to three quarters of a turn and lock the adjuster down.
Solid lifters have no self-adjusting hydraulic mechanism and need to run with clearance in the valvetrain. The lash specification is given on the cam card for a solid cam. The adjustment is made with the lobe being adjusted set on its base circle. A feeler gauge of a thickness matching the lash specification is inserted between the rocker arm and the valve tip, and then the adjuster is taken to zero lash and locked down. When the feeler gauge is removed, the lash will be set at the thickness of the feeler gauge. Lash is usually set when the engine is cold while it is built, and then re-adjusted once the cam is “run-in” with the engine at operating temperature. The hot setting will be more true to the engine conditions during operation.
