[GreenMustang00]

Don't get me wrong though.. Ssms is the shit too and I would recommend them to anybody but I rather save someone a couple hundred bucks too..

[Dreamer]

Id be saving $2000+ if i go to compcams lol since they dont have anything for 4.0 LOL Thanks!

I have a general Idea of what I want to buy.... I need some kind of "counselor" to work wit me lol i wish you guys lived near ny so we could meet up and you can teach me a few things

[AndyG47]

First off, I am not a mechanic by any means. All my knowledge comes from those long nights out in the garage just taking things apart to learn the inner workings. I could be classified as your typical shade tree or back yard mechanic. I learned how an engine works inside last summer when I bought a 60's Ford 302 for a project car. I tore it apart out in the driveway (good lord what a mess ) and bagged & tagged everything. This gave me a better understanding what I would be dealing with soon when I move onto working my '02 Mustang over this year. Are things different between that 302 Windsor and my 232 Essex? You bet they are. However the core parts are more or less the same. Armed with torque specs, my ASE schooled buddy, and books on the matter I feel I can do this. If any problems arise they are quite a few members on here that really know how things are and will point me in the right direction if something goes wrong or if I don't quite understand how it should be. Moving on.


Good animation here. This is your standard OHV (Over Head Valve) engine. This is what your sixer looks like inside, minus two cylinders of course.

YouTube - V8 Engine Motion Animation ( 3ds max )

YouTube - V8 Engine Motion Animation ( 3ds max )

I'm going to say a lot that has ready been said but whatever. Forgive me if if you already know most of this. The camshaft is what controls the opening and closing of the valves. The valves are housed in the cylinder head. In your case you have two valves in each cylinder. One for the air and fuel mixture while the other is for the exhaust gases. The crankshaft, which holds the pistons and connecting rods is connected to the camshaft. There are three main ways they are connected. Each has it's ups and downs and I'm not going to get into that now. In the above animation the cam is on top of the crank and is the larger of the two gears on the front. Types of connection:

1. Timing Chain(s). Gears on the ends of both the crank and cam are connected via a chain like the gears on a bicycle. This is what your sixer uses.
2. Timing Belt. Similar to the timing chain except the gears have softer edges to bite the teeth on the rubber belt that connects then.
3. Timing Gears. No belt or chain. The crank and cam are connected through a set of gears. Looks like an old clock of sorts.

If for any reason the belt, chain or gears slip out of alignment your timing will be off. The timing is the alignment between the crank and cam. It ensures the valves open and close at the right time. If your timing is off you could develop a couple different problems:

• Rough idle/ intermitent miss
• Run rich or lean depending on which way it's off
• Worse case: Piston comes up and impacts the valve chipping/nicking both the piston and valve. This can also lead to a bent valve if it's off badly enough.

In the animation above as the crank rotates, it turns the chain, which turns the cam.



As the cam rotates the lifters which ride on the lobes (the egg shaped parts) move up and down:



The upward stroke pushes the aptly named pushrods:



As the pushrods are forced upwards they hit the back side of the rocker arms:



The rocker arms in turn push down on the valves which are held inside the valve springs. The valve springs pull the valve closed when it's job is done:



Now all this is happening at once. A normal car idles around 600 to 900 times a minute (based on what I've seen in my cars). This is where you get your RPMs, Rotations Per Minute. This can go up to 5000 or more depending on the application.

I'm still not 100% on cam specs but to read a cams spec numbers look at it this way:

222/226 .569/.573 112

222 Is the duration that the intake valve is open
226 Is the duration that the exhaust valve is open
.569 Is the intake valve lift
.573 Is the exhaust valve lift
112 Is the lobe separation angle (LSA) between the exhaust and intake lobes

Duration is how long the valve is held open measured in degrees of crank rotation.

Lift is measured in decimals of an inch and governs how far the valve is lifted off it's seat.

Lobe slope (LSA) is how far the exhaust and intake valves are open in the cylinder. In this case the 112 LSA is a smooth idle while a cam with lets say a 108 LSA will give you that lopey/choppy idle.



This is the best way I can explain it and could be wrong myself. Bring on the tomatoes



EDIT:

Originally Posted by Dreamer .... I need some kind of "counselor" to work wit me lol i wish you guys lived near ny so we could meet up and you can teach me a few things

You're pretty close to me.



_

[jdub]

For future reference, there really is no stupid question on here. If you dont know what it is, google it or ask what it is. Not all of us are mechanics or ase certified so sometime this stuff can be confusing. Just ask man, These guys are killer guys, and gals, and they will always help out. Well, usually... see official ricer spotted thread.

[Dreamer]

Originally Posted by AndyG47 First off, I am not a mechanic by any means. All my knowledge comes from those long nights out in the garage just taking things apart to learn the inner workings. I could be classified as your typical shade tree or back yard mechanic. I learned how an engine works inside last summer when I bought a 60's Ford 302 for a project car. I tore it apart out in the driveway (good lord what a mess ) and bagged & tagged everything. This gave me a better understanding what I would be dealing with soon when I move onto working my '02 Mustang over this year. Are things different between that 302 Windsor and my 232 Essex? You bet they are. However the core parts are more or less the same. Armed with torque specs, my ASE schooled buddy, and books on the matter I feel I can do this. If any problems arise they are quite a few members on here that really know how things are and will point me in the right direction if something goes wrong or if I don't quite understand how it should be. Moving on. Good animation here. This is your standard OHV (Over Head Valve) engine. This is what your sixer looks like inside, minus two cylinders of course. YouTube - V8 Engine Motion Animation ( 3ds max ) I'm going to say a lot that has ready been said but whatever. Forgive me if if you already know most of this. The camshaft is what controls the opening and closing of the valves. The valves are housed in the cylinder head. In your case you have two valves in each cylinder. One for the air and fuel mixture while the other is for the exhaust gases. The crankshaft, which holds the pistons and connecting rods is connected to the camshaft. There are three main ways they are connected. Each has it's ups and downs and I'm not going to get into that now. In the above animation the cam is on top of the crank and is the larger of the two gears on the front. Types of connection: Timing Chain(s). Gears on the ends of both the crank and cam are connected via a chain like the gears on a bicycle. This is what your sixer uses. Timing Belt. Similar to the timing chain except the gears have softer edges to bite the teeth on the rubber belt that connects then. Timing Gears. No belt or chain. The crank and cam are connected through a set of gears. Looks like an old clock of sorts. If for any reason the belt, chain or gears slip out of alignment your timing will be off. The timing is the alignment between the crank and cam. It ensures the valves open and close at the right time. If your timing is off you could develop a couple different problems: Rough idle/ intermitent miss Run rich or lean depending on which way it's off Worse case: Piston comes up and impacts the valve chipping/nicking both the piston and valve. This can also lead to a bent valve if it's off badly enough. In the animation above as the crank rotates, it turns the chain, which turns the cam. As the cam rotates the lifters which ride on the lobes (the egg shaped parts) move up and down: The upward stroke pushes the aptly named pushrods: As the pushrods are forced upwards they hit the back side of the rocker arms: The rocker arms in turn push down on the valves which are held inside the valve springs. The valve springs pull the valve closed when it's job is done: Now all this is happening at once. A normal car idles around 600 to 900 times a minute (based on what I've seen in my cars). This is where you get your RPMs, Rotations Per Minute. This can go up to 5000 or more depending on the application. I'm still not 100% on cam specs but to read a cams spec numbers look at it this way: 222/226 .569/.573 112 222 Is the duration that the intake valve is open 226 Is the duration that the exhaust valve is open .569 Is the intake valve lift .573 Is the exhaust valve lift 112 Is the lobe separation angle (LSA) between the exhaust and intake lobes Duration is how long the valve is held open measured in degrees of crank rotation. Lift is measured in decimals of an inch and governs how far the valve is lifted off it's seat. Lobe slope (LSA) is how far the exhaust and intake valves are open in the cylinder. In this case the 112 LSA is a smooth idle while a cam with lets say a 108 LSA will give you that lopey/choppy idle. This is the best way I can explain it and could be wrong myself. Bring on the tomatoes EDIT: You're pretty close to me. _

I actually learned alot more from this thanks! Reps to you!
We should definitely hang out sometime you can show me how to do some basic stuff. I still dunno how to check/change my spark plugs LOL