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Cams and Carriers.htm
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<font color="#FFFFFF" face="Verdana" size="1">12/25/02</font><P></P></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
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<TD width="50%" background=http://www.dohcfiero.com/Images/topbg.gif
bgColor=#333366 height="8"><b><font face="Verdana" size="1" color="#FFFFFF">Cams
and Carriers</font></b></TD>
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<p align="left">
<p align="left"><font face="Verdana" color="#FFFFFF" size="1">The
3.4 DOHC is very unique in its design with the cams. Most OHC
engines have there cams on top of the heads held on by normal
caps. Instead this engine uses these large aluminum cases called
cam carriers. Basically, cam carriers hold the cams and lifters
in where they can be simply bolted onto the head as 1 unit. As
far as I know, the 3.4 DOHC is the ONLY OHC motor that you slide
the cams into, rather then bolt them on. The biggest
disadvantage is the loss of lift. Normally, cams in all OHC
motors have very small diameter journals, and much larger peaks
in the cam lobes. The 3.4 DOHC cannot have these large cam lobes
because that would make it impossible to install the cams. So
the diameter of the journals was increased and the lobe height
stayed at .370, which is only .025" shy of the edge of the
journal. </font>
<p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Cam%20C%20top.jpg" width="452" height="341"><p align="center"><font face="Verdana" color="#FFFFFF" size="1">The
picture above illustrates the top side of the cam carrier.</font><p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Cam%20C%20bottom.jpg" width="451" height="336"><p align="center"><font color="#FFFFFF" size="1" face="Verdana">This
picture illustrates the bottom of the cam carrier</font><p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Cam%20Bore.jpg" width="442" height="332"><p align="center"><font face="Verdana" size="1" color="#FFFFFF">Looking
down the cam bore</font>
<p align="left"><font face="Verdana" color="#FFFFFF" size="1">The
lifters are hydraulic, bucket type witch means that the lifter
goes over the top of the spring and is very wide in diameter.
Since it is hydraulic, it NEVER requires valve lashing, or any
other sort of adjustment. But again it is another detriment to
the lift. Solid lifters like the ones used in the Ford Taurus
SHO motors are more temperamental about lash adjustment, needing
a re-adjust every 60,000 miles or so, however whatever lift the
cam has, that's how far the valve moves, minus the lash. On our
motors the hydraulic lifters are filled with oil that dampens
some of the ramp of the cam lobe before moving the valve,
resulting in very quiet operation and reliability, at a
sacrifice to some of the valve lift. </font>
<p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Lifter%20bottom.jpg" width="236" height="246">
<p align="center"><font color="#FFFFFF" size="1" face="Verdana">The
bottom of the lifter</font>
<p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Lifter%20side.jpg" width="213" height="218">
<p align="center"><font color="#FFFFFF" size="1" face="Verdana">The
side of the lifter</font>
<p align="left"><font face="Verdana" color="#FFFFFF" size="1">Our
cams also have a cut out on the back of the cam lobes, This half
moon shaped cutout spins the bucket lifters to keep them wearing
evenly. The front of the cams where the cam sprocket goes has an
extra wide journal so that the oil has more of an effect of
keeping the cam from scoring the journal because of the forces
the belt puts on the end of the cam. </font>
<p align="left"><img border="0" src="http://www.dohcfiero.com/Images/Cams.jpg" width="453" height="342"><p align="center"><font color="#FFFFFF" size="1" face="Verdana">Photograph
of the cams. If you look closely, you can see the half moon
cutout on the second cam from the left in the photo. You can
also see the wide journal at the top as well.</font>
<p align="left"><font face="Verdana" color="#FFFFFF" size="1">The
cam sprockets on this engine have NO KEYWAY, meaning that where
ever the cam is when you tighten the bolt, that's where the cam
will stay. You can see the way that there is a wedge shaped ring
with a gap in it and as you tighten it onto the cam sprocket it
clamps the cam, the bolt must be very tight or the cam will
loose its spot, and possibly destroy your valves. </font>
<p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Cam%20sproket%20and%20lock.jpg" width="443" height="332">
<p align="center"><font color="#FFFFFF" size="1" face="Verdana">Cam
sprocket and lock assembly.</font><p align="left"><font face="Verdana" color="#FFFFFF" size="1">At
the opposite side of the cam carrier is the thrust plate, this
plate fits into the groove at the end of the cams to keep them
from sliding in and out of the cam carrier.</font><p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Thrust%20plate%20cams.jpg" width="450" height="338"><p align="center"><font face="Verdana" size="1" color="#FFFFFF">Thrust
Plate and cams</font><p align="center"><img border="0" src="http://www.dohcfiero.com/Images/Thrust%20plate.jpg" width="452" height="339"><p align="center"><font color="#FFFFFF" size="1" face="Verdana">Just
the Thrust Plate</font><p align="right"><font color="#FFFFFF" size="1" face="Verdana">Author:
Fierobsessed</font></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
<P class=newstext align=center>
<font color="#FFFFFF" face="Verdana" size="1">Copyright © 2002. All Rights
Reserved.<BR> </font></P></TD>
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