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    Price:
    $400.00 ex. 10% GST
    $440.00 inc. 10% GST

    CK6850 

    Price:
    $400.00 ex. 10% GST
    $440.00 inc. 10% GST

    CK3.5DETOX9.35:1

    Price:
    $400.00 ex. 10% GST
    $440.00 inc. 10% GST

    CK3.9E

    Price:
    $400.00 ex. 10% GST
    $440.00 inc. 10% GST

    CK3.9

    Price:
    $400.00 ex. 10% GST
    $440.00 inc. 10% GST
    CK4.4

    The Rules of Successful Camshaft Installation

    Research indicates that most cams that wear out start to fail during the first few moments of operation.  Many cams are irreparably damaged, even before the engine is started, because the basic rules of camshaft break-in have not been followed.

    The cause of premature cam and tappet failure is metal to metal contact between the tappet and cam lobe.  Should this contact occur due to lack of proper lubrication or excessively high pressure due to valve train interference shearing the oil film, then ‘galling’ will take place.  When this happens, metal is transferred from the tappet to the cam or vice versa in a process comparable to welding.  Microscopic high spots, which are present on all machined parts, become overheated due to friction and pressure and bond together, tearing sections loose from the tappet or lobe.  These pieces of metal remain attached and create further local overheating during the following revolutions of the camshaft and lead to ultimate failure of the affected components.  Listed below are steps to ensure long and trouble free life from the camshaft and associated components.

    1. New  cam followers MUST be used.

    2. Coat cam and followers generously with cam lube.

    3. Check entire valve train for interference before starting engine, i.e. valve to piston contact and spring boxing.  Valve springs should show .030” clearance between centre coils.  Valve should have minimum .060” clearance from piston/block.  Engines that utilise hydraulic tappets should have at least one inlet and one exhaust tappet temporarily replaced with mechanical item set with zero clearance.  This will allow accurate figures to be obtained from the above checks.  Once the checks have been done make sure the original hydraulic items are refitted.

    4. Do not remove black phosphate coating from cam lobes.  This coating helps the bedding-in procedure by aiding oil retention on the surface of the cam lobe.

    5. To ensure that your camshaft reaches you in the same condition that it left the factory it has been coated with a transparent rust inhibitor that must be removed before fitting.  Wash off in a suitable solvent e.g. kerosene.  After washing, it is essential that your camshaft be liberally coated with cam lube.

    6. It is ESSENTIAL that you ensure that the cam you are fitting is IDENTICAL IN EVERY WAY (apart from the lobe forms) to the cam you remove.  Failure to check may invalidate you warranty.

    7. Before starting all engines, prime the oil system by turning the oil pump manually.  Ensure fuel system is primed, fill radiator, and ensure correct ignition timing.  Engine must start right away and not be subjected to a long grind on the starter.

    8. Do not idle engine during the first twenty minutes of operation; rpm should be kept at 2500 or above. In pushrod engines oil throw-off from the crank may not be sufficient to lubricate the cam followers.  Also contact stresses at the nose of the cam are very high at low speed.  If adjustments need to be made during the twenty minute break-in period, shut the engine down.  DO NOT IDLE.




    BRITISH AUTO PARTS PTY. LTD.
    ABN: 62 240 165 265
    Unit 3, 5 Edelmaier St.,
    Bayswater, Victoria 3153
    Phone: 1300 760 125 
    Fax: (03) 9738 2051






















































































































































































































































































     

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