2011 - Crane Cams

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CAMSHAFTS Chrysler Small Block V8 Tech Tips & Notes 1957-1958 392 Hemi V8 Although not usually considered to be a Chrysler Small Block, these early Chysler Hemi engines provided the basic architecture for the “A” and “LA” engines that followed. Although visually similar, the Dodge and DeSoto hemis (and the polyspherical variants) of the 1950’s were unique engines that had little interchangeability with the Chrysler versions. Our 53 prefix is for the 1951–1956 301–331–354 hemis, while the 54 prefix designates the 1957–1958 392 hemi. There is a lifter bore bank angle change between these two families, so be careful since these camshafts have the same basic dimensions. The cams can be physically interchanged, but performance would be poor, as valve timing would be incorrect from bank to bank. A 392 type timing chain set will also be required when installing these camshafts in the earlier 301–354 engines. Retrofit hydraulic roller camshafts and drop in hydraulic roller lifters are offered, along with most valve train components. With the hydraulic roller applications, there may have to be some clearancing performed on the cylinder block and heads where the pushrods pass through, due to the taller lifters changing the pushrod angles, but modern camshaft technology can easily be applied to this half-century old powerplant. Mechanical roller camshafts and drop in roller lifters for applications ranging from mild street to Nostalgia Top Fuel are also available, along with most valve train components. Whether you’re using stock cast iron heads, or the latest billet aluminum pieces, we can supply the proper valve springs, retainers, and other parts to suit your needs. 1964-1987 273-340-360 (5.9L) & 1967-1986 318 “LA” V8 This engine family is commonly referred to as the Small Block Chrysler V8. Properly called the “LA” series, it is an evolution of the 1956-1966 “A” family, which included displacements of 277-301-303-318-326 cu.in. The A was noted for its Polyspherical combustion chamber/staggered valve cylinder heads (one rocker shaft per head, with the intake and exhaust rockers pointing in opposite directions), and mechanical lifters (except the 1959 Chrysler 326). The important part of this heritage is to help explain the unusual 59 degree lifter bore bank angle that carried over into the LA family. This was used in the A to provide the best compromise for lifter to pushrod angles for its inline lifter bore blocks. Also note there were 1964-1966 318 engines that were still the A version, and should not be confused with the 1967-1986 LA 318. When upgrading to the LA (Lightweight A) family, Chrysler maintained the 59 degree lifter bore angle in the blocks, even though the valves were now inline, in a normally configured wedge chambered cylinder head. Shaft mounted 1.5:1 ratio rocker arms were employed. This resulted in an awkward appearing angle between the lifters and push- 152 CRANECAMS.COM rods. With the change in cylinder head configuration, a different valve layout was incorporated into the heads, however the basic camshaft dimensions were maintained. Therefore, while A and LA camshafts will physically interchange, half of the lobes will be in the wrong location, allowing only four cylinders to run properly. The 1964-1967 273 engines were equipped with mechanical lifter camshafts and adjustable rocker arms. Later engines had hydraulic lifters and non-adjustable rocker arms (with a couple of rare exceptions). There were also left-hand rotation marine engines produced that required a unique camshaft. Make certain of the engine’s rotation if you have a marine application. Be aware of both OE production and factory replacement cylinder blocks that may incorporate very large chamfers on the tops of the lifter bores. This is not usually a problem when hydraulic and mechanical flat faced camshafts and lifters are used. In certain cases, if hydraulic and mechanical roller lifters are installed in these blocks, the oiling passages in the lifters may become exposed to the chamfer at full valve lift, causing a loss of oil pressure. Possible solutions would be sleeving the lifter bores, or having a camshaft custom ground having a reduced base circle diameter. Crane Cams’ 69 prefix has been assigned to the camshafts and components for this engine family, along with its factory produced variants. Principal among these are the R3 blocks that are available from Chrysler. These are offered in 59 degree and 48 degree lifter bank angle options (also, 45 and 47 degrees on the aluminum blocks), with the 59 degree R3 block not intended for roller lifter usage. There are also a number of choices of camshaft bearing journal sizes being used. These range from the standard stepped journals, plus: 50mm (1.968”) – RB (first four journals) or 5RB (all five journals) suffix; 2.000” – BB suffix; 54mm (2.125”) – 54J suffix; 60mm (2.362”) – 60J suffix. We offer cast hydraulic and mechanical lifter camshafts for the LA engines having the standard journal diameter, lifter bank angle, and firing order. Steel billet retrofit hydraulic roller camshafts and components are available. The hydraulic roller lifters have a vertical locking bar, and are a drop-in configuration, with no machining required. These camshafts are produced from steel billet material, are heat treated, and then finish ground. They also incorporate a cast iron distributor drive gear and rear journal (IG suffix), allowing the use of a standard type distributor gear for long term reliability. Some early production and some later replacement and aftermarket cylinder heads may require modifications for pushrod clearance, due to their angle having changed resulting from the higher pushrod seats in the hydraulic roller lifters. Steel billet mechanical roller camshafts are offered with Iron Gear versions for street performance and endurance racing, having standard diameter journals. Racing mechanical roller camshafts are available in standard firing order (1-8-4-3-6-5-7-2) and SFO (1-8-7-3-6-5-4-2) firing order. Mechanical roller camshafts are also available for the various camshaft journal diameters and lifter bore bank angles as previously mentioned.
1986-1991 318 (5.2L) & 1987-1991 360 (5.9L) “LA” V8 These engines are a continuation of the LA series, being factory upgraded with hydraulic roller camshafts and lifters. Cylinder head changes were also made, with the valve spring envelope being reduced, making it very difficult to fit performance valve springs. Still designated with our 69 prefix, this engine group is listed separately to properly define the emissions legalities of the camshafts. Hydraulic roller camshafts are offered, along with many valve train components. 1992-2002 5.2L & 5.9L Magnum V8 The final upgrade to the LA family, the Magnum engines received non-adjustable pedestal mounted 1.6:1 ratio rocker arms from the factory. The nose of the camshaft was also shortened as a result of vehicle packaging requirements, so there is no camshaft interchangeability with the earlier LA engines. Our 70 prefix indicates this version. We offer hydraulic roller camshafts and many valve train components for the Magnum. Our 36655-16 Pushrod Guideplate and Rocker Arm Stud Conversion Kit can be used to install adjustable stud mounted rocker arms, with no cylinder head machining required. 2002-2010 5.7L & 6.1L HEMI V8 Chrysler’s latest pushrod V8 capitalizes on the heritage of the legendary Chrysler Hemi powerplants of the 50’s, 60’s, and 70’s. Loosely based around the LA engine’s architecture, these are equipped with a hydraulic roller camshaft and .842” diameter hydraulic roller lifters. Crane Cams’ 198 prefix denotes our products for these engines. Whenever upgrading to a performance camshaft, the cylinder deactivation system (MDS) lifters can not be used, and computer upgrades will be required. The 392 Crate engines are also included in this group. We currently offer hydraulic roller camshafts, and other valve train components, with more products to be introduced. Dodge R5 This is an evolution of the LA engine, designed for rules specific oval track racing. These engines were never installed in any vehicles, or sold as a complete assembly. Normally paired with the P7 cylinder heads, these are built per application for each form of competition. This is known as our 184 prefix, with 8620 steel billet roller cams having 60mm journals available on special order. 866-388-5120 • 386-236-9983 FAX 153
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MASTER CATALOG CAMSHAF TS • VALVE
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How to Use This Catalog About the C
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Table of Contents Timing Chains and
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Crane Cams History Crane Cams Histo
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Camshaft Table of Contents Chrysler
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Crane Camshaft Series Crane Camshaf
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Crane Cams & Valve Train Products S
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Oldsmobile DRCE V8 The DRCE (Drag R
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Cam and Valve Train Buyer’s Guide
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Camshaft Components Cam Degreeing B
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Distributor-Magneto Drive Gears Cop
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Distributor-Magneto Drive Gears Coa
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Lifters - Hydraulic and Mechanical
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Lifters - Hydraulic Roller Hydrauli
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Lifters - Mechanical Roller Mechani
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Lifters - Mechanical Roller Pushrod
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Lifters - Mechanical Roller Applica
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Lifters - Mechanical Roller Applica
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Lubricants Assembly Lube (Paste) Cr
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Pushrods Overall Ends Application C
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Pushrods - One Piece Pro Series, On
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Pushrod Accessories Pushrod Guidepl
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Rocker Arms, Steel & Ductile Iron A
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Aluminum Rocker Arms, Energizer Ene
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Aluminum Roller Rockers, Gold Race
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Aluminum Roller Rockers, Gold Race
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Aluminum Shaft Mount Rocker Arms Ne
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Rocker Arm Adjusting Nuts, Screws R
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Rocker Arm Guideplate Conversion Ki
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Rocker Arm Studs Rocker Arm Studs C
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Timing Chains and Components Pro-Se
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Tools Pushrods, Adjustable Checking
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Vacuum Kits and Accessories Adjusta
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Valve Train Questions Valve Spring
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Valve Springs O.D I.D. Damper Seat
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Valve Springs O.D I.D.1 I.D.2 Dampe
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Valve Springs Valve Spring Spec Cha
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Valve Spring Retainers How to Use t
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Valve Spring Retainer Dimensions -
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Valve Spring Retainer Height Chart
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Valve Spring to Retainer Cross Refe
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Valve Spring to Retainer Cross Refe
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Valve Spring and Retainer Kits Valv
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Valve Stem Locks Multi-Fit Valve St
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Valve Train Stabilizers Durable ste
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How to Identify Your Crane Cam SERI
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Street/Strip, Off Road, Marine Cams
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Finish Grind Crane Round Lobe Outri
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Other Engine Applications Ford, Lin
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Flat Tappet Camshaft Break-in Proce
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Adjusting the Valve Train Hydraulic
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Commonly Asked Valve Spring Questio
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Cam and Valve Train Questions Commo
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Degreeing the Cam Degreeing the Cam
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Degreeing the Cam Degreeing the Cam
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Understanding the Cam Specification
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Ignition Table of Contents HI-6S Mu
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Street Performance, Trucks, Trailer
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Street, Street Performance, Race HI
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Street Performance, Race HI-6R/Digi
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Street Performance, Race, Turbo HI-
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Street Performance, Race, Turbo HI-
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Oval Track, Race HI-6N CD Ignition
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Timing Retard Timing Retard Control
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Points Conversion Ignition XR-i Poi
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Points Conversion Ignition XR700 Re
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Points Conversion Ignition XR3000 R
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Distributors Race Billet Distributo
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Distributors Oval Track Pro Race Di
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Performance Ignition Coils LX91, LX
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Performance Ignition Coils PS91, PS
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Performance Plug Wires 8.5mm Fire W
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FireWire Spark Plug Wire Now Availa
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Part Number Index Part No. Page No.
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2011 - Crane Cams

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