Top 23 How To Identify Unknown Camshaft 9101 Votes This Answer

You are looking for information, articles, knowledge about the topic nail salons open on sunday near me how to identify unknown camshaft on Google, you do not find the information you need! Here are the best content compiled and compiled by the https://chewathai27.com team, along with other related topics such as: how to identify unknown camshaft numbers on end of camshaft, gm camshaft identification numbers, camshaft finder, crane camshaft identification, cwc camshaft identification, cwc camshafts, comp cam serial number lookup, ls cam identification

This is defined as the number of degrees of crankshaft rotation that each valve that spends off the seat. All camshaft specs are expressed in degrees of crankshaft rotation. Crankshaft degrees are used because that’s the easiest way to measure these points on the actual engine.COMP Cams uses two-number designations for all its engine families. The LS engine is designated 54 and this number is generally the first two numbers that define the actual cam part number. Other examples include small block Chevys -12, big block Chevys -11, and 5.0L small block Fords -35.

How to Identify a Camshaft by Number

Find the model prefix. The model prefix is the first part of the camshaft number, and it describes the vehicle that the camshaft is meant for. …
Find the profile or grind number. This number should be on your camshaft, followed by a number of degrees.

Contents

What do the numbers on the end of a camshaft mean?

How do I identify a camshaft Comp cam?

COMP Cams uses two-number designations for all its engine families. The LS engine is designated 54 and this number is generally the first two numbers that define the actual cam part number. Other examples include small block Chevys -12, big block Chevys -11, and 5.0L small block Fords -35.

What is a grind cam?

Cam grinding is one of the more complex grinding operations. This is because of the cam’s geometry. In standard, cylindrical grinding, such as for producing shafts and pistons, as the workpiece rotates and the wheel plunges in, the material-removal rate and wheel-workpiece contact area are both constant.

What is a mild camshaft?

An RV or towing camshaft, which is considered a mild performance or an economy cam, will often have a narrower LSA, between 112 and 114 degrees. Hot street camshafts usually have 110- to 112-degree LSA, while high performance and racing camshafts will often run between 105 and 108 degrees.

What makes a cam choppy?

Registered. LSA (lobe separation angle) determines the choppiness, it has to do with the overlap of when both valves are open, as in when the exhaust valve is closing and the intake valve is opening to pull fresh fuel in on the intake stroke after pushing out the burnt fuel. Most GM cams come on a 112, 114 or 116 LSA.

What is camshaft profile?

The camshaft profile refers to the shape of the individual lobes. The camshaft pattern refers how the profile of the intake and exhaust lobes compare to each other.

How do you identify a crane camshaft?

You can identify a genuine Crane cam core by the distinctive copper plating between the lobes! Crane 8620 and 9310 steel billet cam cores are used by prominent racers, engine builders, and manufacturers.

How do you measure cam size?

Take your digital caliper and measure the smallest diameter on the cam. This is called the base circle. This cam measured at 1.10 inches and 87 thousandths. The next value you will need is the largest diameter on the cam, the lobe part, which is called the base circle and lobe lift.

What is considered a high duration camshaft?

Measuring duration at 0.050-inch tappet lift has become standard with most high-performance cams. Most engine builders feel that 0.050 duration is closely related to the rpm range where the engine makes its best power.

How do you identify a crane camshaft?

Who makes CWC camshaft?

CWC: A Long-Standing Tradition

In 2003, CWC became part of the Kautex family, after Textron sold the remaining assets of its automotive group. Today, roughly one-third of the vehicles produced in North America contain CWC camshafts.

Unknown camshaft lift?…no problem! Stephanie’s got the right tool for the job.

How to Identify a Camshaft by Number | It Still Runs

Article author: itstillruns.com
Reviews from users: 45008 Ratings
Top rated: 4.5
Lowest rated: 1
Summary of article content: Articles about How to Identify a Camshaft by Number | It Still Runs Updating …
Most searched keywords: Whether you are looking for How to Identify a Camshaft by Number | It Still Runs Updating The camshaft is an important part of your vehicle; it helps certain elements of your car run smoothly, from regulating the timing of your valves to bringing in fresh air to kick out exhaust. If you need a new camshaft, it can be a bit confusing to put together the identification number of the camshaft you need for …
Table of Contents:

How to Identify a Camshaft by Number | It Still Runs

Article author: automobtips.com
Reviews from users: 32191 Ratings
Top rated: 4.8
Lowest rated: 1
Summary of article content: Articles about How to Identify Unknown Camshaft in 2022 (3 Best Methods) | AutomobTips The best way to entify an unknown camshaft is by entifying it with your eye or using stamped numbers engraved on the camshaft to … …
Most searched keywords: Whether you are looking for How to Identify Unknown Camshaft in 2022 (3 Best Methods) | AutomobTips The best way to entify an unknown camshaft is by entifying it with your eye or using stamped numbers engraved on the camshaft to …
Table of Contents:

How to Identify Unknown Camshaft in 2022 (3 Best Methods)

Your camshaft is important; your engine isn’t meaningful without the contribution of the Camshaft. A camshaft is a rotating object in a vehicle with pointed cams in which its rotations produce reciprocal motion. We have it in internal combustion engines and some electric motor speed controllers.

Are you a newbie in dealing with cars and you seem not to know how useful a camshaft is and what is used for? Every engine needs a timing device that can control the opening and closing of the intake and exhaust valves. The engine needs to function by opening the valve with the help of the camshaft.

The best way to identify an unknown camshaft is by identifying it with your eye or using stamped numbers engraved on the camshaft to identify it. You can also use an analog system to identify unknown camshafts.

Are Camshafts Stamped?

Camshafts are stamped by the manufacturers as a means of identification. A stamp is not a functioning part of a camshaft. It is a mode of identification used by manufacturers.

The numbers engraved in the body part of the camshaft are called the Stamped number or casting number. The numbers are just figures a manufacturer uses to identify their products and to track them sometimes. It doesn’t add to the function of the camshaft, nor does it play an important role.

You can basically find it in the center of the cam between the lobes. It is 8 figured random numbers and sometimes 9 figures with the last 4 numbers identifying the specific function of the Cam Shaft.

How to Identify Unknown Camshaft

You need the best camshaft that works well with your vehicle. Getting a camshaft can be a burden on many car owners; it works well when you have the right one. You can make a sure bet by just selecting randomly but your engine life will be in big problem.

There are 3 different ways to select your camshaft tightly. They include:

Identifying with your eye

Using stamped numbers and

Analog system

The essence of knowing how to identify your camshaft makes it easy to avoid errors, unnecessary bills, and frustrations that come along with having the wrong camshaft.

Method One: Your Eye Can Do the Magic

There are two types of cams that you can tell the difference without using a lens or going the extra mile to tell the difference. Their outer look tells the difference. They are the flat tappet and roller camshaft.

Flat Tappet Camshafts

To be sincere, flat tappet just owns the name flat. They are not flat, and they are recognized with a slight crown on the face. They are widely used and they perform well, which is more affordable than a roller cam. It has a taper inside the lobe which ensures the lifter can spin.

Roller Camshaft

A roller camshaft has its wheel attached to the bottom of the lifter’s body. They don’t own the name flat, but the lobes of roller camshafts are perfectly flat.

To avoid spinning, roller lifters are lifted together. They minimize friction, which ensures the camshaft contains more power.

A roller camshaft has the valve opened faster and remains at a higher lift for a certain time; it allows more airflow and more power, which reduces wear. There are other camshafts that can be viewed in this category, they include:

SOHC

SOHC means simple overhead cam. They are not so much of the speeding type. They provide average torque to the valves. A SOHC allows at least 2 to 3 valves per cylinder configuration, with more manufacturer prowess. Four or six-cylinder can be attached to the valves.

DOHC

DOHC is a production to improve the volumetric of the internal combustion engine in which it has more power than a simple overhead cam. A DOHC is known as a dual overhead cam.

This type allows more direct airflow through the engine without having to deal with obstruction. Speed isn’t a problem with a dual camshaft and it increases the engine’s power.

PUSHRODS

They appear to be a rock arms with a small diameter. The pushrods cam stays above the cylinder, which is always above the combustion chamber.

A pushrod is a metal tube constructed to transfer the valve motion of a lifter riding on the camshaft directly to the value.

Method 2: You can Identify with Stamp Numbers

Stamp numbers are engraved by the manufacturers to monitor production and distribution. The easiest way to get the best is to check the numbers in between the lobes or boxes. It is an eight or nine-digit number.

These numbers only describe the functions or tell the specifics of each product. They don’t add to the function of the camshaft itself.

There following are ways you can tell a difference:

Model Prefix

As the name implies, these sets of numbers reveal the model of the camshaft. It helps you know the compatibility of the camshaft to the supposed vehicle you want to use it for.

Grind Number

Knowing the measurement of a lobe separation angle is another special way of telling the difference between camshafts. The grind number is the ever noted number, far and more recognized than the model number.

For instance, if you have numbers like 266H04, the last two digits are the numbers used to show the measurement of the lobes.

Each number has a meaning and an interpretation. The first three-digit number shows the average duration time of the lobes. It means the valve is open at 255 degrees.

Exhaust Number

The exhaust number also comes through some time, maybe if you see digits like 266/288; the second shows the exhaust number.

Method 3: Using an Analog System

This method requires you to do a few tasks like measuring some diameters and comparing them to the database. This sometimes is tagged stressing when you can just tell by looking at numbers, but in the absence of a degree when or dial indicator, an analog is required to make your best decision.

You need the measurement of the diameter to compare with the database or any online store IDs. This will help you get the full details directly from the manufacturing, which requires the model and other factors that need attention.

However, remember what to do after replacing your camshaft sensor in your car to avoid another frustration.

Final Thought

Information is premium and can save you from errors and spending excessively. A good camshaft cannot be underrated, so you need it to make your engine function well. A good understanding of these factors will assist you in making a wise decision.

How to Read a Cam Card to Understand Camshaft Specs

(Image/Jeff Smith)

The world of high performance engines can be a very confusing place, where terms and specifications seem to be full of obscure references that appear to make no sense. But just like learning a new language, if you break each one down into smaller pieces, everything becomes easier to understand.

What is a Camshaft Timing Card or Cam Card?

One area of confusion is certainly a camshaft timing card. All aftermarket and production camshafts use a series of terms and specifications to identify their operating characteristics. These may seem obscure and even perhaps baffling, but in fact these cam specifications lay out a simple way of determining exactly how a particular camshaft will operate in the engine. That’s vitally important when it comes to choosing the right camshaft.

The camshaft has been described as the “brain of an engine,” so let’s break down each of these specs to decipher how a cam exerts its control over an engine.

We’ll use a timing card from one of Summit Racing’s Pro LS series camshafts as our example, but these same numbers and relationships will apply to any camshaft from any manufacturer for any four-stroke engine.

A cam card from a Summit Racing Pro LS series camshaft. (Image/Summit Racing)

What Does a Camshaft Do?

Let’s begin by describing exactly what a camshaft does. A camshaft is really a device used to convert rotating motion into linear (up and down) movement. This is accomplished by use of a cam follower or lifter that starts on the round portion of the eccentric, which is called the base circle. As the cam lobe turns and the lifter follows the rise of the eccentric, the lifter moves upward, converting this rotating motion into an upward movement connected by the pushrod to the rocker arm.

Summit Racing’s got a handy camshaft timing calculator that can help you determine the right cam specs for your performance needs.

Reading a Cam Card: Lobe Lift

This simple upward movement of the cam lobe can be measured in terms of inches (or millimeters) of lobe lift. On our sample Summit Racing Pro LS cam card above, the first line is called Lift and is detailed as either intake or exhaust lobe lift at the camshaft. Note that in this particular case, both the intake and exhaust lobes generate a lobe lift of exactly the same amount: 0.321-inch. You will often see where the lift will be different for the intake versus exhaust.

Reading a Cam Card: Rocker Arm Ratio (Rocker Ratio)

On that same line in this cam card, the lift at the valve has increased from 0.321-inch at the lobe, to 0.545-inch at the valve. This is accomplished through the rocker ratio. Note that the card calls this ratio out at 1.7:1. If we multiply 0.321 x 1.7 = 0.545-inch. That’s the lift the engine will see at the valves.

Reading a Cam Card: Duration & Advertised Duration

The next spec we’ll deal with is duration. This is defined as the number of degrees of crankshaft rotation that each valve that spends off the seat. All camshaft specs are expressed in degrees of crankshaft rotation. Crankshaft degrees are used because that’s the easiest way to measure these points on the actual engine. Keep in mind that the camshaft turns at half engine speed because the cam drive gear is twice as large as the crankshaft gear. That means the crankshaft has to spin twice for the cam to turn one revolution. That orientation is designed into all four-stroke engines.

You will see that this Summit Racing cam offers duration in two different tappet lift specs of 0.006-inch and also at 0.050-inch. In the early days of camshaft design, the manufacturer decided the beginning and ending positions in terms of tappet lift. Some companies use 0.004-inch and others use 0.006-inch.

A big issue arose when using those different specs made it difficult to compare duration between various cam companies. In the 1960s, the late Harvey Crane called out 0.050-inch of tappet lift as a universal standard which quickly was adopted by all aftermarket cam companies.

The 0.004- or 0.006-inch spec is now called advertised duration. In the Summit Racing cam example, this is the amount of crankshaft rotation that begins once the lifter is 0.006-inch off the base circle and continues until the lifter is 0.006-inch off the bases circle on the closing side. The next two columns on the 0.006-inch duration specs indicate an intake lobe opening point of 30 degrees Before Top Dead Center (BTDC) and 68 degrees After Bottom Dead Center (ABDC).

This means that the intake lobe opens 30 degrees before the piston reaches the top of its stroke. Given there is 180 degrees between Top Dead Center (TDC) and Bottom Dead Center (BDC), then the crank will turn another 68 degrees before the intake valve reaches 0.006-inch off the base circle of the lobe. If we add these three figures together: 30 + 180 + 68 = 278 degrees. This is the total number of crankshaft degrees that the intake valve is open.

We can perform the same math for the exhaust side except that the exhaust valve opens 76 degrees Before Bottom Dead Center (BBDC), turns 180 degrees between BBDC and TDC, and the closes at 26 degrees After Top Dead Center (ATDC). Crunching the numbers gives us: 76 + 180 + 26 = 282 degrees of advertised duration.

Reading a Cam Card: Duration at 0.050″ Lift

The next line offers this cam’s specs at the industry standard of 0.050-inch of tappet lift. Since the crankshaft will turn fewer degrees between the 0.050-inch lift point on both the opening and closing sides, the duration specs will be smaller in degrees than the advertised specs. This is reinforced in the actual specs on the intake side opening at 5 degrees BTDC and closing 41 degrees ABDC. The duration changes to 226 degrees on the intake and 230 degrees on the exhaust side.

On shorter duration camshafts like this particular cam, an interesting event occurs that is worth describing. Note that the closing side of the exhaust spec at 0.050-inch tappet lift is expressed as a negative one (-1) degrees. This means that the measuring point normally expressed in degrees ATDC is really closed Before TDC. To eliminate confusion, the spec is written as -1 degrees. This makes the math simple as 51 + 180 + (-1) = 230 degrees as listed on the card’s right column under the Duration heading.

Reading a Cam Card: Lobe Center Line (Lobe CL)

The column just before Duration on this Summit Racing camshaft card is something called Lobe CL or Lobe Center Line. These are the center lines of the intake and exhaust lobes expressed in crankshaft degrees. The intake center line occurs 108 degrees After TDC while the exhaust center line is positioned at 116 degrees Before TDC. The intake center line is often used as a primary point for degreeing the camshaft.

Reading a Cam Card: Lobe Separation Angle (LSA)

Another important camshaft spec is something called the Lobe Separation Angle (LSA). This is the number of crankshaft degrees of separation between the intake and exhaust lobe center lines. On this cam card, you will see the LSA is 112 degrees. This figure is derived by adding the intake center line plus the exhaust center line and dividing by two. In this case: 108 + 116 = 224 degrees / 2 = 112 degrees.

Reading a Cam Card: Advance

This brings up an interesting point that will also help when selecting a camshaft. Note in the lower right hand corner of the cam card that Summit Racing specs this cam as +4 Advance. What this means is that when this camshaft was machined, the specs called for advancing the intake lobe four degrees. This is often performed on street camshafts as a way to enhance low-speed performance.

All of this is worth noting since it’s best to know that the cam grinder has already advanced the camshaft for you, so there’s no need for additional advance. Let’s look at how this occurs. If the intake center line and the lobe separation angle are the same value, then the cam will not have been ground advanced. So in this case, if the intake centerline was 112 degrees and the LSA was also 112 degrees, then the cam will not have been ground advanced. To make the math work, this would also mean that the exhaust lobe center line would also have to be 112. That would make it 112 + 112 = 224 / 2 = 112 degrees.

As another example, if the LSA was 114 degrees and the intake centerline was 110 degrees, that would mean that the cam was ground 4 degrees advanced and the exhaust lobe center line would then be 118 degrees: (110 + 118 = 228 / 2 = 114 degrees LSA).

Reading a Cam Card: Mechanical Valve Lash

One spec not covered on this cam card relates to a spec called mechanical valve lash. This is the clearance between the rocker arm and the valve tip as measured by a set of feeler gauges when the engine is at full operating temperature. Mechanical lash must be measured when the cam lobe is on the base circle.

***

We’ve moved pretty quickly through this cam card so you may want to review what we’ve established until the numbers make sense. Once you are comfortable with the numbers and how they relate to engine performance, you’ll find every cam card a source of a significant amount of useful information.

This is a cutaway view of a typical cam lobe. The base circle is defined as the lower, non-eccentric portion of the lobe (1). As the lobe rotates in a clockwise rotation, the opening portion of the lobe will push the lifter (in contact with the lobe) upward. The amount of lobe lift is the difference between the distance below the centerline and above. As an example, if the distance from the centerline to the base circle is 0.500- inch and the distance from the centerline to the peak of the lobe is 0.850-inches, then lobe lift is 0.850-0.500 = 0.350-inch. (Image/Jeff Smith)

Regardless of whether the cam is a flat tappet or a roller, cam timing cards will deliver a all of the important information. While the actual specs may change, the relationships such as valve lift, duration, intake center line, and lobe separation angle all remain the same from flat tappet to mechanical roller. (Image/Jeff Smith)

Choosing a camshaft can be daunting task and outside the realm of this story, but most camshaft families step from relatively short duration cams that work well on the street to long-duration cams that aim at making power at higher engine speeds at the sacrifice of low-speed torque. Understanding what all the numbers mean will help immensely in choosing the right cam for your application. (Image/Summit Racing)

Much of the cam card information is used to verify that the cam is installed correctly in the engine. It’s easy to misalign the marks on the cam and crank gear which can lead to poor engine performance or outright engine damage from piston-to-valve interference. Its always wise to check the installation by degreeing the cam. (Image/Jeff Smith)

Ask Away! with Jeff Smith: How to Decode a COMP Cams Camshaft

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 you tell me the specs on this cam from these numbers? On other cams I’ve looked at, they just list the part number – which is easy to look up, but this cam has a bunch of numbers I don’t recognize. D.S.

Jeff Smith: First of all, the CC refers to COMP Cams. That gives us our first clue where to look for the rest of the numbers. If we didn’t already know this was an LS cam, the first thing we would want to do is determine the engine family. COMP Cams uses two-number designations for all its engine families. The LS engine is designated 54 and this number is generally the first two numbers that define the actual cam part number. Other examples include small block Chevys -12, big block Chevys -11, and 5.0L small block Fords -35.

The 3709/3711 numbers are references to lobe designs. Each family of cam lobes has its own numerical designation with the same basic configuration, usually encompassing multiple individual durations that also might include changes in lobe lift. To decipher these codes, we accessed COMP’s website at compcams.com. On the home page, we looked for the “Information” tab and then clicked on “Catalogs”. Under that heading toward the bottom we found a tab for the Cam Lobe Master Catalog. This is the COMP Cams equivalent of the Rosetta stone for cam lobes.

In the catalog, you will see the cams listed by configuration starting with flat tappet hydraulics and then hydraulic rollers–which is what we want. Once we found the hydraulic roller section, the first column lists each lobe by number. We continued down the list until we found the 3709 number, which because it is listed first on the camshaft, is the intake lobe. We found it under the heading of Xtreme RPM for LS1 lobes, Hi Lift.

The 3709 lobe is listed as 265 degrees of advertised duration with 212 degrees at 0.050 and 0.328-inch lobe lift. The lobes are also listed with various theoretical valve lifts–the one we’re interested in would be the LS1’s 1.7:1 rocker ratio that delivers 0.558-inch of lift. All you have to do to determine valve lift is multiply the lobe lift times the rocker ratio. With this intake lobe: 0.328 x 1.7 = 0.5576-inch, which COMP rounds off to 0.558-inch. The second lobe number 3711 refers to the same family of lobes–this one spec’d at 269 degrees advertised with 216 degrees at 0.050-inch tappet lift with a lobe lift of 0.330 and a theoretical valve lift of 0.561-inch.

The next information engraved on the cam was HR 114. The HR refers to this as a hydraulic roller camshaft while the 114 refers to the lobe separation angle (LSA). When referring to LSA’s, the larger the number, the more degrees of separation between the intake and exhaust lobes. The greater number of degrees means there is less overlap between the intake and exhaust lobes. If the number was 110 degrees, this would increase the amount of overlap. Less overlap generally produces a more stable idle while more overlap makes the idle lumpier. Stock GM LS engine cams feature LSA anywhere from 116 to 121 degrees because GM is concerned with creating a very smooth idle. But this comes at the cost of reduced torque in the middle of the rpm band.

The only thing we don’t know from these number is the cam’s intake centerline. We have a hint because if a camshaft if ground with no added advance, the intake lobe centerline will be the same number as the LSA–114 degrees After Top Dead Center (ATDC). However, most cams intended for street use are ground with several degrees of advance. This advances the intake centerline by that number of degrees. We investigated a couple of our Comp off-the-shelf LS cams and found they were ground with 5 degrees of advance, but that is no guarantee that your camshaft is ground that way. The 7661-11 is a serial number specific to that camshaft only.

We compared these specs to the catalog and because there is no list number on the end of the cam, we will assume this was a custom-ground camshaft. COMP offers this as a service to anyone who is looking for a custom combination of specs that are not listed as an “on-the-shelf” cam. This requires a little more time but COMP does not charge extra, which is a great service if you are into tweaking the cam a bit to do something special.

If you want to know where the intake centerline is located, all you have to do is install the cam in the engine and then degree the cam. Some enthusiasts just compare the opening and closing points of the intake with the cam card but this isn’t as reliable as the intake centerline method. In this case, we don’t know what the opening and closing points are – although you could compare the intake lobe points to an off-the-shelf XFI RPM Hi-Lift cam and probably be pretty close.

For the intake centerline method, once the cam is installed and TDC is established on the degree wheel, then roll the cam around until the dial indicator signals maximum lift. Now zero the indicator and turn the engine backward until the dial indicator reads roughly 0.100-inch. Now turn the engine clockwise and stop at 0.050 on the opening side of max lift and record the degree wheel reading. Then do the same process with the lobe at 0.050 on the closing side. Add the two numbers together and divide by 2. This will give you the intake centerline. With your cam it might come out to somewhere between 114 to 110 degrees depending on if the cam was machined with advance.

Hope we’ve helped you with a little more camshaft knowledge. For as simple as this product appears, it is actually a very complicated piece of engineering if you study it closely.

So you have finished reading the how to identify unknown camshaft topic article, if you find this article useful, please share it. Thank you very much. See more: numbers on end of camshaft, gm camshaft identification numbers, camshaft finder, crane camshaft identification, cwc camshaft identification, cwc camshafts, comp cam serial number lookup, ls cam identification

Top 23 How To Identify Unknown Camshaft 9101 Votes This Answer

What do the numbers on the end of a camshaft mean?

How do I identify a camshaft Comp cam?

What is a grind cam?

What is a mild camshaft?

What makes a cam choppy?

What is camshaft profile?

How do you identify a crane camshaft?

How do you measure cam size?

What is considered a high duration camshaft?

How do you identify a crane camshaft?

Who makes CWC camshaft?

How to Identify a Camshaft by Number | It Still Runs

How to Identify Unknown Camshaft in 2022 (3 Best Methods) | AutomobTips

Tips for Identifying a Camshaft – YouTube

How to Read a Cam Card to Understand Camshaft Specs

Ask Away! with Jeff Smith: How to Decode a COMP Cams Camshaft – OnAllCylinders

How to read a Cam Card – YouTube

How To Identify Unknown Camshaft In 2022?

How To Identify Unknown Camshaft? – Vitesse AuDessus

How to Identify a Chevy Cam | It Still Runs

Identify unknown camshaft? : MGB & GT Forum : MG Experience Forums : The MG Experience

Is there a way to identify camshaft without removing it? – CorvetteForum – Chevrolet Corvette Forum Discussion

How to Identify Unknown Camshaft in 2022 (3 Best Methods)

How to Read a Cam Card to Understand Camshaft Specs

Ask Away! with Jeff Smith: How to Decode a COMP Cams Camshaft

Leave a Comment Cancel reply