Ive heard of more than several high lift units failing due to the lack of surface hardening
on the final product. This is not on re-grinds alone but welded and re-ground units.
So many things that can go wrong with welding camshafts hence the cost of billets.

I like the idea of the crank "Slicing thru" the oil, but there is more than enuff mass to fling oil about, the con-rods and oil from the mains and big ends will spray from the crank with centrifugal action,

the only time I've seen premature wear on cams is excessive spring pressure when bedding in a new cam, and the lobes almost disappeared after a short time..

Just going off Gary's mention of the Crankshaft counterweights aligning with camshaft lobes, have a close look in this photo again, you can certainly see the lineal relationship between the two.






I believe this was modified with the intention to flick oil up the engine block walls and toward the cam shaft, but the more I look at it the more I think it was simply lightening exercise rather than trying to achieve a true streamline effect.

Very good point Gary there is a big difference to be made with a billet
single plate setup however whats the A series option? :)

As for oil squirting the camshaft is it possible to notch the conrods
like toyota does to spray under the pistons and be enough for the cam?

That's a good idea Benny, i will have a look at the block that i have set up downstairs to see how it can be done.

My next planned rally is the Southern Mountains Rally in late July, should have it sorted by then.

http://www.southernmountainsrally.org.au/

One thing I explained in my post that was stuffed up on me the other night that in my opinion knife edging a crank is the last thing that needs to be done to an hot engine, I firmly believe one of the best bolt on performance enhancer to my race motor was the very light flywheel and clutch set up, and i am still of the strong opinion that people should be looking in this area of their motors first before even considering doing this mod.
Realistically I removed about two kilo's of weight from the crank and yet I removed about twelve kilo's from the flywheel and clutch set up, (photo's in my album somewhere) doing the crank was just the last piece of the equation.

People also need to understand the science behind counterweights on cranks,(yes there is one) it's very interesting, Google it.

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Gary, [Lemonhead] Would it be possible to fab up an oil spray bar within the block, and then plumb it into the oil circuit of the block. Much like the mod that is done to hot L-series engines with an oil spray bar contained within the rocker cover. You could then direct oil directly at your Cam lobes. {Image courtesy of Datrats]

I spoke to BigE (Ernie) Last Night
He has an A14 and A15 cranks in stock,
so can make up a knife edge crank as needed,
Index ground and balanced, nice work...
the cranks are exchange..

That's interesting stuff.

That is exactly what my old man said when I showed him a picture of it. Then he explained how it was important to shape the knifed edge so that it 'sailed through' the fluid but flicked enough up to keep things lubricated.

I didn't think anything of it. I suppose there is only one way to find out....

Things that wake you up at 2am....
Heres something to think about for those who like to think about things.

As some of you will remember I have had an issue with wearing out camshafts and lifters, I think I might know why now, it's a theory anyway.

Going through the oil galleries layout in an A-series I was thinking how a camshaft lobe actually gets lubricated, my thoughts are that a small amount will leak down from the head into the lifter gallery and drain past the lifter, a very small amount i think.

The other ways are seepage past the main bearings and the big end bearings and then it is flung onto the camshaft lobe off the crank, if you have a look at the picture of my bottom end a couple of pages back you will see that each cam lobe is inline with each counterweight of the crank, as I have done is remove the area of the counterweight and made it less area for oil sling to hit the camshaft.

Im thinking that this might be why I am wearing out camshafts because not enough oil is hitting the cam. I have spoken to a lot of people about this issue (reputable engine builders, oil companies) and we all agree my problem is oil related.

Even with splash coming up from the wet sump I don't think it's enough to get up to the camshaft area and lubricate it.

Personally I think this makes alot of sence, I have designed and modified a crank not to hold oil on it.

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