Lake Speed's Ford C3 NASCAR Engine: NEW Comp Cam! 20+ Year Old Camshaft Specs vs Current Technology

how can I look at this chart and find out how hard it's going to thump you can't look at that chart and that's the best chart to look at to know what a camshaft is going to sound like jump the shark up here you get Evil Knievel Caesar's Palace Landing down here you call that valve bounce and it's really bad so what are we looking at here all right so these are the two camshafts so you can see the original camshafts in blue so that's that's the 4312 intake load that's an RX intake load a 4270 exhaust load that's a RZ exhaust load so this was probably one of the most successful early designs that I ever had a part of so if you go back to this early 2000 era a cam like this you know 165 rocker on the intake one five on the exhaust 108 lobe separation with those lobes that would be really kind of the state of the art you know that's what somebody wanted a baseline cam that's what they would have had so this is the intake over here and this is the exhaust over here so if you look at the intake opening you can see this new design is a low shock design so you can see the red line starts earlier and then they at the Lash then it's a little slower early but then it accelerates really quickly through here around TDC if you compare this to an old like if you look at an NHRA say on stock Eliminator you know those guys with a manual they get a big heavy flywheel on them because they have like a 350 horsepower motor they'll take a heavy flywheel and rev it up get all this momentum store and then drop the clutch and you see them pull the air and the tires in the air and it looks like they're going to just take off and they get out about 60 feet they're just you know kind of slow um where you take an NHRA Pro Mod where it has so much horsepower and when it comes out you know it comes out like an arrow you know there's not a lot of up and down and everything like that they're putting the power in slowly as they get moving and that's exactly what this new where camshaft is like it comes off a little slower but then it can pour in the power later hear it about at about 10 degrees after TDC so here's TDC right here each of these is 30 degrees so about 10 degrees after TDC is where the closest pistonive is so we have to be careful in this region to make sure that we don't run the valve into the Piston Lake's doing Special a special piston for this we gave them this number but we didn't want to carve it up a whole lot more so we've paid a lot of attention here but all of this area if you look from 30 degrees after all the way to 30 degrees after bomb dead center a lot of times I'll actually look at like 40 degrees after to 40 degrees after bottom in that region that's where we have really good airflow and you can see through most of this region that we have a ton more area under the curve with the new camshaft and the oil cam shaft you know for that day with that valve spring we couldn't have run 800 lift if we wanted to you know there wasn't an 800 this spring you know so we were just a little bit over 700 left we couldn't have run the acceleration rates at the valve back in 2000 that we can run today the reason we couldn't is the push rods you know that motor would have 3 8 or 5 16 push rods in there Yates 3 8 push rods in it had an aluminum rocker arm on it it was pretty flimsy today you're gonna have much stiffer rocker arm you'll have 7 16 push rods it's going to be a lot stiffer system so we can run more acceleration in there so the new design with the new rocker arm lets us get a lot faster in this region you know Peak piston velocity occurs here at about 70 degrees after top dead center so here's where the Piston is going fast as it can now this peak piston velocity doesn't mean that you have Peak Port velocity because the port has all the air mass in this port has momentum you know that has mass has to build up momentum so as you start the Piston starts dropping away the valves chasing it the Piston starts out running it all this volume is increasing then you really start to move in the air and so where this new camshaft really beats the old camshaft is it actually closes the valve earlier so we're probably closing the valve about 10 to 15 degrees earlier but if you look down here in this region from about 30 degrees before to 30 degrees after bomb dead center you can see in this region we have almost 200 thousands more lift at 30 before bottom dead center and still more than 50 thousandths more lifted 30 degrees after about seven so I'll if you've ever turned an engine over by hand when you turn over a stand and you'll see the Piston comes down real quick and it gets down to the bottom and because of the rod and everything it just looks like it camps out around bottom dead center while the Piston's camping in there air is how RPM the air is just pouring into the engine so if we can keep the door open in that region then we can get more airing but what we can't do while we're keeping the door open and here we can't make this closing later because if we move this closing out that way to get more air here what happens is it Tunes at a higher and higher RPM so the new design we have to look at where we want to open the valve open a controlled way get the maximum area under the curve get the maximum area on the back side and then try to close it earlier because we're not going to try and make a 10 000 RPM comp Eliminator motor out of it it's still going to operate in the same 8 000 RPM wrench just 8 000. well we're going to try to make a lot of power in that six to eight range you know that should be its Sweet Spot um you know when you every time you when you close the intake valve over here so it's the intake valve closing so IBC is right here if you close the intake later he'll tune in higher RPM as you close the intake earlier it's lower RPM so we can only close it at a certain first given cubic inch that is trying to to supply and give a poor cross section there's sort of a perfect intake closing for one RPM if you go a thousand RPM pass there it's closed too early if you've got a thousand RPM below it it's closing too late and so what will happen is you'll fill in the chamber you know the port will fill in the cylinder but if you close it too late as the Piston comes up pressure will build it'll start pushing air back into the port if you close it too soon you've got air trying to rush into the chamber but you've slam the door in his face so that's why closing that intake and that's why you know you can try to make the a camshaft work at all RPM but it doesn't really work you know Honda got around it with the VTEC by having a camshaft for low RPM camshaft or higher pm today a lot of camshafts have phasers so they actually chase that intake closing Point by advancing the can at low RPM retiring at high RPM but in a race application for a 3000 RPM window we can do a pretty good job with one intake closing we just have to choose it for the right setup um if you look at the exhaust you can see yeah so the load design difference yeah today's low has a slower opening it has a faster closing has a lot higher velocity in this mid-range a lot higher closing velocity and mid-range has higher lift because of the new valve spring yeah roughly 170 000 more left on the exhaust you can see things haven't changed as much you know maybe your rent's due on Friday but you forgot and you found a smoking deal on a junkyard six liter hindsight's 20 20 and you can't change the past but what if you get a Little Help from your future self maybe you'd ask to borrow a little cash now you can thanks to Dave Dave is the banking app that can help you get up to 500 instantly with extra cash that's more money to fill your tank fix your car or catch up on bills there's no interest and no credit check needed billions of people have already downloaded the Dave app to get the financial relief they need with extra cash so if you're in a pinch need some extra help download Dave and think of it as a helping hand from future you download Dave today at dave.com Stapleton that's dave.com Stapleton sign up for an extra cash account and get up to 500 instantly for terms and conditions go to dave.com Legal instant transfer fees apply banking provided by evolve member FDIC through the early part we're actually very very similar in how we open the valve then as the valve gets open we start getting faster at it and put go more energy into it this was probably designed for a 45 degree seat and so if you look at lifted diameter and everything like that going much more than 650 lift would have done bad things on the exhaust today even though the exhaust valve isn't any bigger most cylinder heads will be made with a 50 to 55 degree seat they also have some more tulip on the back side of the valve so the new exhaust valve is in Port seat the whole combination of cylinder head is better optimized for higher lift so what we'll wind up doing is running virtually the same lift on the exhaust you can see here we're about 780 lifts 790 left you see here about 8 30. after last that'll be like in the 775 range and this will be right at 800. so basically you can take the same spring install it about thirty thousands Tighter and run the same spring and take an exhaust if you run if you run 700 left on the exhaust but 800 lift on the intake you really need a different spring from intake to exhaust but you get by with 25 000 it's just install line you can see same opening grates again faster a lot more area under the Curve and you can say we have the faster closing here but at the end we put taper off a little bit now where you do see a big difference in the TDC lift as you can see here 10 before TDC the old design only had 271 thousandths left where that cursor was and the new design is 329 thousandths so that is one place where we went and took advantage of the new design he's making a new piston hey like get them to put a little bit deeper pocket on the exhaust for me since this was originally designed to be like a nine and a half to one piston they'll make you know who you have making the piston for this season so PCP has gone designing great piston this is about the same lift on both sides of TDC about a three hundred and thirty thousandths um valve lift at 10 before and 10 after give them those numbers and I'll make the Piston around it and even with those valve lift numbers uh you know around TDC we can still have a 12-1 compression with a flat top piston you don't have to put any kind of dome in there that changes flame speed and Flame front and all that so we can really still get a really good piston design with a lot more lift on our area and that's that's really the advantage you know when you look at this generation NASCAR engine where the forge really had an advantage on the Chevys if you look at 18 degree Chevrolet from that region look at a Ford C30 here's a C3 headlight C3 hit airflow-wise the Chevy was just as good as the Ford but the Ford did better because they had a better combustion chamber at the time they were getting better brake specific fuel consumption which just as a measure for every drop of fuel you put in the cylinder how much power can you extract because they had a better burn rate you know they were used less time you had a better burn rate they had a nice compact chamber they didn't move more air through the ports but they got more and they got more power out of that same amount of air so we're going to take advantage of what the C3 has with this new cam design get more intake lift make it for a new rocker arm make it for a new valve spring use some of the new low shock technology to have a little bit better intake load than we'd ever dreamed of at the time and then go back and try to make something that's going to really wake this engine up and get the most power out of it today and the lifters are going to be the uh the wheel guide adjusters yes okay yeah actually it's actually morale yeah but it's the keyway style keyway style yeah keyway style so the it's actually a larger diameter wheel so that actually helps it make that ramp even better right because when you when you're going up this ramp the camshaft you can imagine is the load comes and the wheels hitting it it's trying to push everything push the lifter back trying to move the camshaft around the bigger wheel you put it the less pressure I do you have the more Force Vector you have going straight up the push rod just the less goofy stuff that happens because we'd love to say that the camshaft at 8000 RPM is going eight thousand is going 4000 RPM the whole time that's not true as the valve is opening that push back slows down the cam so it might stay going 4000 RPM it might be going 3 800 RPM might be going 3 600 RPM then it gets on the closing side it kicks it back forward and so instead of getting this is static valve motion no deflection no twisting as you make it go back and forward these ramps get steeper and the energy into the spring gets gets greater yeah when you think about a cam design every bit of energy that I put in this system we talked about how a Pro Mod will launch well you can imagine this is kind of like zero to 100 to zero and then back again because once we launch on the opening ramp we're coming up here and all of this velocity is kinetic energy all of the kinetic energy in this opening side the steeper we make this the more the valve spring has to catch right so all of the you've got potential area of the camshaft here kinetic energy in the valve train here and then potential energy in the valve spring here then the potential energy of the bowel spring has to be released to create kinetic energy of the valve here and then that goes back into potential energy of the camshaft there so it's a big energy dance if you imagine it and if anything starts deflecting a push rod deflects or Rock arm deflects the valves the the cam itself starts getting pulled back and shot forward all of that is more energy in the system so the more we can control that the closer we can get with our Dynamic motion Dynamic motion to our static motion if you get it wrong and it looks like you you know tried to jump the shark up here you could Evil Knievel Caesar's Palace Landing down here you call that valve bounce and it's really bad and that's what the spencerons are great for yeah what happens here is you can imagine if if if we lose control here and come on up if you think this was interesting send it to one of your friends who you would think might think is interesting too because odds are the system that you know if whatever suggest videos to people's probably not going to show this one to somebody so it's up to you guys you die hards to help it grow and we appreciate you for doing that then it's going to go to Coal Bond it's going to come across then it's going to shoot it back down it'll come back and it'll hit in this area and reflect a little bit and then it bounces back up and then comes back down well with RPM this this this node right here that we jokingly call plumber's crack it starts on this side and it works to this side is this works all the way back to the bottom it is totally out of control the other thing is this is when the spring is most stressed is here over the nose so if you have the crash when the spring is most stressed you're going to take a load out of them as you take a load out of it you won't be able to close it you know you know a lot of people go hey I'm going to open the valve really quickly and then I'll put a slow closing ramp to um to make it happy and that's sort of like going in there if you ever imagine would be um really ticking off your wife and then trying to bring chocolates you know there's just I've tried there is not enough chocolate in the world to make an unhappy wife happy again the best job is to start with the chocolates and then ask a little bit more on the back end of it and that's what the low shock is we're trying to hurt the spring less earlier so it can help us more later sorry for calculus and I'm just taking it all in I think that makes a lot of sense well it's just you know you look at this you go well Billy why didn't you do the red cams then one I didn't know how to do it then I wasn't as good at my job in 2000 as I in 2020. um too um these were done about 2020 but you get the idea you know one we've learned how to do things better too every part of the engine has gotten better the valve springs better than it was the rocker arms are better the lifter is better the push rods are better the camcorder is better everything is better service fish better the ability to grind it accurately has gotten better everything about this you know as each part gets better you re-optimize the system around it so that's why no matter how good we did today if we all set back and set back down in 2044 and said hey let's do this again what we'd see is dramatic differences and what those are going to be I couldn't tell you because I don't know what balance rays are going to look like in 2044. I don't know what rocker arms look like but I do know that the camshaft will be better than those now so if someone hands you their canis backs just like of lift duration lobe Center that really doesn't tell you any of this because this these Peak numbers are just two points in a three-dimensional picture yeah and we did that one time we um scooter and I worked together and we were doing something with because people talk about lift and duration and we took two lobes and we took them exactly we took two camshafts and we held these points constant so we made all three of them have the exact that both camshafts have the same you know 50 opening Peak lift number 50 closing 50 opening on the intake Peak left 50 closing but they're very different log shapes they had different symmetry that different area under the curve everything like that and there was more than 50 horsepower difference between the two and we said you know here's the two cams what do you guys think would be the difference it was like at the advanced engineering technology conference probably in the early 90s and people were like oh five horsepower oh 10 horsepower we showed the Dyna results and literally with the same exact specs you know one camshaft was 50 horsepower better than the other so you know it's not uncommon at all that just this duration that duration at 50 in lift doesn't tell you the whole story you know it's all about opening rates closing rates how much area under the curve you have how much air you can move in the system during that time and is it stable and one of the big things is if you try to push this area too high and you get it unstable then you'll then you'll lose like the 50 horsepower or more so you know you've got to keep it happy through the whole system I've got to ask you a really probably to use stupid question and that everybody watching this video is going to want to know is how can I look at this chart and find out how hard it's going to thump he is honestly that's not as hard as you would think because if you look at exhaust opening right here this is the exhaust valve opening Evo the earlier you open the the valve the more energy is still left in the combustion chamber that energy will be used to make sound so the earlier you move this the louder it's going to thump but then the shape of this changes the tone if you make this shape really fast you'll have a high pitched tone you know like a tinny like a like a imagine a drum head so a guy's a drummer you have a really small if you slow it down you'll get more of a thump it'll be more of a black black imagine it's like a big bass drum instead of that then you have this area under the curve so we look at this overlap area here and this is the overlap area when we look at the overlap duration overlap area the more time these two are connected each other this is the only time your exhaust Port gets to talk back to your…