I don't think they allow vendors to read each other PMs But to say "anybody" can't, well that would be just plain incorrect

 

looks like some vendors hired some good hackers and put them to work..

 

I have been hit hard with what we believe to be bad Comp CAMs now on 3 engines. Two of these CAMS failed with less than 2500 and 1500 miles. I have 2 of the bad CAMS ready to send out and a guy is hopefully sending me another one that failed in his car for testing that failed after less than 500 miles. I am planning to send these to 2 different independent engineering companies for analysis.

At a minimum I am having the test below done on these CAMs
Metallographic Testing
Failure Analysis
Chemical Analysis
Mechanical Testing

If you have or know of anyone with what you believe is a bad custom ground Comp CAM please PM me here....

 

This was a concern of mine as well. I did some research before I put the VR1 oil in my car just to be sure. The Zn/p levels are in the range of what was typical in the 90's. It's going to take a long, long time to destroy a cat.

 

Other vendors can read your PMs??? Kind of takes the private out of it. I feel what you say, but that just sounds like a fine print disclaimer. Not saying thats what it is. Their web site is a little wierd. You gotta click a million links to even see a cam profile.

 

Please update once info is know.

 

As previously requested, what lobe? Pushrods? Lifters? Preload? Installed height and coilbind clearance?

 

I've just seen 6 hurt cams in the last 4 years. Most within the last year. 3 were comp and the others were Howard's,lunati and forget the other. All had chewed up lobes/ lifters. Most common answer was cheap oil being used or not changing it over a year.
We do alot of cams here and would definitely know if comp was bad. I would be the first on here saying they suck.
When we do a cam job the oil gets a good amount of zinc and we give the customer a list of good oils for the car.

If this changes ill post up.

 

So the only genuine criticism which can be levied at Comp is custom cams are not ground to specification ? Because it seems the worn lobe issue is also dependent on numerous other factors.-oil and valvetrain selection.

 

Would you mind posting a list of those oils in the thread Don? I did not get the memo.

 

I'd be interested in that list also.

 

No sheit.. I have a TSP MS3 cam in my ride and I'm worried now.

What exactly is a XE-R or LSK cam?

 

please post up those oils would be helpful

 

That stick was in that motor picked up, right? Its probably fine, that Trex I just pulled was around 3 years old and showed absolutely no wear, lifters looked great as well, though I replaced them anyways since I was doing a headswap.

In any event, think you would be better off with a smaller cam with those exhaust manifolds you are running in your LS swapped C4. We could knock it out in a day.

 

I know the TSP 228r has XE-R lobes. I degreed my cam and it was pretty spot on. On of those mass marketed cams.

I get a lot of noise from my valvetrain. I suspect it's the fast ramp rate on the exhaust closing.

The XE-R and LSK lobes are aggressive ramp rate lobes that give good power but require a fully built and thought out valve train.

 

Yes, it was built over 3 years ago and has 12K or so on it. It just sounds a little noisy to me but it's my first LS. I think I'd rather swap the exhaust if the cam is OK. That was the plan get er going and swap out the exhaust later.

 

An incredible amount of valuable info in this thread,aggressiveness of
Lobe profile, spring pressure, pushrods stiffness, valve train geometry,
Valve weight, etc all critical factors before accuracy of grind spec and quality
Of cam material and heat treatment are considered. As has been said
It is like a stacking effect of all these criteria which can be likened to a domino
Effect.
As a 25 year user and Dealer of Amsoil synthetic oils I also know the value of using the best oil possible for ones performance engine.
A few quick points about ZDDP Obd I which started about 1986 required a
Maximum of 1000 ppm zinc and phosphorous so that the catalytic systems
Would last 50k miles Obd II which started about 1996 required a Maximum
Of 800 ppm so that cat systems would last 100k miles.
Some general info Amsoil break-in oil the only conventional oil (non-synthetic)
That Amsoil manufactures has 1800 PPM zinc & phosphorous to insure quick
And proper ring-seal and lobe lifter break-in should be run no more than
500 miles before changing.
I would follow mototunes break-in procedures. Then Change and do
At least 1 500 street mile with break in oil before changing to synthetic.
Since the time and expense of replacing an engine is at least! 8 to 12 times the cost of a catalytic system if you even have one! I will use at least an
Oil with minimum 1200 PPM and great anti- shear properties.
Amsoil Z-Rod 10w-30 and for those that want or need a 40 wt for extreme
Heat and long duration (road racing) our Premium Protection 10w-40
Both qualify as well as having detergents for street operation.
Dominator series Racing Oil has 1800 PPM and phenomenal anti-shear
Protection but no! detergents thus must be changed to often for economical
Street operation.
I would like to hear some of the experts who have contributed thus far on
Pre-Lubing dry vs Wet, I can't believe someone would spend multiple
Dozens of hours and many thousands of dollars and not spend 450 dollars
on a Pre-luber or build one for <100 dollars or borrow one vs dry starting.
Kind of like ..... Wetter is Better! LOL!
:thumb



Of our catalytic systems
Miles before changing to synthetic

 

Tried to edit and clean- up post unable my apologies newbie here!

 

Yeah those lobes are going to be noisy, imagine it sounds a lot like my car did with the Trex.

 

Howards Cams makes a "direct lube" lifter with a tiny hole where it contacts the cam lobe. This directs additional oil directly onto the lobe/lifter contact point. They have a mechanical roller cam with a hole to lube the bearing which in turns gets extra oil on the lobe.

I wonder if additional oiling of the lobe would reduce the cam problems discussed here. Aside from the extra lubrication, it'll also reduce (carry away?) some of the heat developed between the roller and the lobe.

I say this because it almost looks like the affected cams have lost their surface heat treatment.