I don't think I need to tell any of you that some very unexplained premature cam failures have occurred over the past year or so.  This is not limited to COMP, I hear it from just about every manufacturer.  It's unfortunate that the cam always gets the blame, but that's the way it is.  In almost every case the hardness or the taper of the cam is suspect, and in almost every case that turns out not to be the problem.  It's our job to try and find a way through it and help the customer get his engine running with no further problems.

 

Here's what I see as the issues and possible solutions:

 

Improper Break-In

 

I think we all know that improper break-in is the biggest cause of premature cam failures.  This has always been the case and we're not likely to change that, but we still need to emphasize that it is an issue and that special care should be taken when installing and setting up the cam and springs.

 

Questionable Lifters

 

Several years ago the flat lifter world changed.  There is some question as to the source of the lifter castings in many of these lifters.  Some people say that many of the hyd. and solid lifters on the market today are coming from China.  All COMP lifters are sourced from US suppliers.  To the best of my knowledge the lifters sold by COMP are made using domestic castings.  We are constantly trying to insure that our lifters are made using the best castings, and our suppliers may change from time to time due to this issue.

 

If a problem exists with a mechanical flat tappet cam, COMP has sourced a GM tappet from the old reliable casting.  It is a 2900-16, and has the oil band that works for most .842" diameter GM applications.  I have heard good things when this lifter is used.

 

This is the prime reason to make sure the customer uses good branded lifters.  I'd be afraid of the "brown bag" lifters now that many of these parts are coming in from China and other offshore sources.

 

Oils                

 

Our friends at the EPA have regulated the lubricity package found in oils today.  Almost any oil available today had little or no zinc or manganese, which greatly helped reduce wear and promoted good cam break-in.  This is the most overlooked item that may help identify cam failure.  There are two possible solutions.  One is to use the Shell Rotella T oil for break-in.  This oil still has most of the lubricity package that used to be found in all oils.  It is suggested primarily for diesel applications, but works well in gasoline engines.  The second, and easiest, solution is to use COMP's "Camshaft Break-In Lube", part # 159.  This is available and most people either don't know about it or don't think of it.  One bottle of this used at initial assemble should promote better break-in and less premature cam failures.

 

Oiling

 

There have been many evolutionary changes in the design and manner of building engines over the last several years.  Most performance engines today use windage trays, limit oiling to the top of the engine, modify rod side clearance for less splash oil, and special oil pans.  This has greatly reduced the oil film at the camshaft/lifter interface.   I suggest one of COMP's lifters with the oil hole in the bottom, or the use of the lifter bore grooving tool.  All of these parts are in the catalog.  It seems sometimes like this is going over the top, but the smallest things can now make the cam fail early. 

 

Conclusion and Suggestions to Customers:

 

Double check installation and set-up.

 

Use only COMP lifters

 

Use COMP #159 break-in lube or Shell Rotella T oil.

 

Get more oil to the cam / lifter interface.

 

I suggest that if each of you promote these procedures we will lessen the number of premature camshaft failures and have happier customers.