Beginner Friendly Step By Step Guide On How To Degree Camshafts + Lift, Duration and Lash Explained

the best video available on cam degrees . I have always hired someone else to do it as i could never find the right explanation well here it is .

How do you change the LSA using the sprockets and how do you know if you did it right? (As in, you checked for lift using the 110 value in the book, but if you wanted to change the LSA to 113, how do you do it and wouldn't your lift figures change?)

Thank u so much 🫶🏻 jajaja

I appreciate this video and the great detail.

Ive watched about 15 other videos that just make it more confusing.

This is by far the best/simplest most logical explanation of this task.

Thanks, my cams are set now.

Can the camshafts be set in a certain position so that the power is sort of spread over the whole rev range? Basically so that the idle is better but will lose a bit of top end power. Thanks.

Cool. I assume this can be used for a DOHC V6 as well.

Hi, its me again. I promise im watching your videos and subscribed to your channel not because of hating on you, but because i like them and theyre very imformative. I will also degree mine, after i installed them.

I would like to add an info about the poncams A & B. There is acctually a very comprehensive spec sheet for them, at least for the RB26. F.e
duration without ramp values ( clearance substracted) , duration with 1mm and 0.05" valve lift. Also opening and closing degree from each value mentioned before, for the IN and EX cams. It has some pictures to visualize the events and also specs for required valve springs.

Thanks im installing catcams on my racecar this video definitely helped!!

absolutly brilliant. you made it so simple. i have just dialed in my 2.3 duratec engine. hopfully will be 270 bhp 👍

So you only degree intake ?

And how can I degree a camshaft Wich I don't have any info about centerline or lift at TDC?

Very useful content, as usual. With that being said, I find timing in general as one of the most difficult concepts to grasp when it comes to ICE. I think it'd be great if you made a series about engine timing where you'd cover, for e.g., not only what duration and lift are, but also the impact of modifying them, to what extent... How would cam timing be affected for different types of setups (VTEC, single Vanos, double Vanos...).
I think it would make a great topic for a series, a bit like the one you made for turbos (the most comprehensive one I have found to date). Thanks again for your efforts.

Hello
Thanks in advance for the very good and informative content
I have one question regarding the last method "Central Line"
does the initial position also refer to the first piston while it is in TDC, and then we start "measuring"?
Thanks in advance

Too bad this isn’t compatible with VVTI cams.

Thank you Mr

Can you make a video of an 8v or are the steps the same?

You are a very proficient teacher. Thank you for breaking down something I didn't completely understand even after tinkering with engines my entire life. Building and customizing motorized carts or bikes as a hobby for the last 15 years I sadly never completely took the time to understand timing entirely. I knew how to use a timing light and understood magnetic coils. But for some reason always put off learning advancing or taking out degrees and mentally put that knowledge picture in my head. Love your channel. Subbed. Keep em coming. ✌

This must be by far the best tutorial for cam adjustment!
Thank you so much!!!

Oh, that's only half the job on a DOHC, you also need to do the exhaust cam plus check valve to valve clearance at the set position if valves are inclined

It used to be far more common to use a positive stop to prevent piston reaching TDC.
Measure angle on degree wheel, rotate crank opposite direction until you touch stop and note number. It's then simple enough to get true TDC and move degree wheel position.
There are at least two different threads used on majority of dial indicators, 3mm ISO and 4x48 which is an American size. ( I only know as I thought I had bought a 'pair' of DTI's, same make, same box, same supplier, different threads!)
Motorcycle spokes are often 3mm thread although some early Honda's had 1/8" Whitworth thread
. A lock-nut is also a good idea if the thread isn't particularly tight in DTI

If your dial indicator stick is bent, the reading will be a fraction of the actual lift! Why not just measure the lift by measuring the lobe height over the base circle?

Just a point on accuracy, but just using a dial indicator to find Top Dead Centre (TDC) will give and inaccurate reading.

This is because there is a period of "dwell" on the piston at TDC. This means the piston is "Stationary" for a few degrees at TDC before it starts to go back down the cylinder.

On my engine this dwell was 6 degrees, so for 6 degrees of crank rotation the piston was stationary at TDC.

The way round this is to turn the engine clock wise and note the degree reading when the Dial Indicator stops moving. Then turn the engine anti clockwise and note the degree reading when once again the Dial Indicator stops moving

The difference between the two degree readings is the dwell period. In my case it was 6 degrees, so ACTUAL TDC was at 3 degrees AFTER the the Dial Indicator stopped moving.

Not using this method could lead to your cam bring Advanced/Retarded and the power band not being where you hoped for

...well damn,,,,,,,,,IM EVEN DUMBER THAN I WAS BEFORE I EVEN WATCHED THIS VIDEO...... Every day I ask myself "why do I even do these cars"? Oh well,,,,let's go degree a cam💪🏾✊🏾💪🏾✊🏾

Very good video playing this over and over again 🤓. But this method can also be used for a twin cam with hydraulic lifter with adjustable cam poulies? (Ca18det)

Hey i found this video really interesting. One question, does this mean thar if i get larger shims, the duration and lift of the camshaft will increase giving me more porformance? even if it is a slight improvement. Im seeking for more performance but im afraid of doing a camshaft upgrade.

where is alfadan champ???????????

Cam gears has one big drawback . They simply slip

When I used to degree camshafts I would find true TDC a little differently.

I would first use your method to get close, with the dial indicator and degree wheel zeroed at the indicated TDC. Next, I would rotate the crankshaft back enough to bring the piston down about 1/4" and then rotate it forward slowly, until the piston is about 0.050" below TDC and then record the degree reading of the wheel. The next step is to continue rotating the crank forward until the piston is about 1/4" below TDC again. After that I would rotate the crank backward slowly until the piston is again the same distance below TDC as before, 0.050" in this case. I would record this degree reading and then compare it to the previous one. Finally, I would reset the 0⁰ mark on the degree wheel halfway between the two degree points of equal piston drop.

The reason for doing this is that near TDC the crankpin movement is nearly all tangential, very little radial movement. This makes the motion of the piston insensitive to small changes in the angular position of the crank. The reason that I back up on the rotation of the crank to find the second position of piston drop is so that the clearance in the big end connecting rod bearing will not be a factor, keeping the top of the journal in contact with the top of the bearing shell for both readings.

Pretty good points!!! As always 😉❤️!!

I love these kind of videos, super informative as always!

Thank you very much for this practical and educating video!

Absolutely awesome guide! I just have one quick question. You measured beginning of TDC, correct? Is there a reason you didn't want true TDC? Typically found by measuring where the piston stops moving up and begins moving down and finding the middle point if I'm not mistaken.

As a mechanic on my 7th year of expirience this channel is a blessing for every ambitious car person. It's not allways i can say that a YT vid makes me inspired to do stuff irl. If you'd ever look for eager ppl to work with I'm on the first plane to wherever you need me just sayin lol

Ive seen countless of videos from engine block different to piston difference to almost all your videos. I just want to know does the dame information apply also to diesel engine since it concerns me more considering my job as a marine engine. All engine/auxiliry engines are diesel ones for marine. Could you please make a series or just confirm whether all information apply for both engines in all your previouse videos

It's a very bad idea to rotate the crank backwards when finding TDC. You can get chain/belt slack/stretch error.

Just finished watching your updates about your 4AFE build. Have to say you've taught me more relevant, applicable things than hours of general reading and watching on many other channels. So happy to have become a patron to help support your projects and your continued educating.

Thanks,

Cole

i love your channel

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Hello sir great video once again!I really want to know how much time does it get to finish the job and at the same time record it 😛🤪

is it possible to do this without pulling my engine?

Very well done

Now, what about hydraulic lifters? Come to think about it, we should be pretty ok with measuring it all the same: after all, we're measuring cam parameters and not the actual valve lift so should work just as well, or am I missing something?

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