AdamC149
Active Member
I am a fairly new Galdiator owner, but have read numerous posts related to these cam failures.
To start off, I was a marine diesel mechanic working on large Cats, Cummins, Volvos, Detroits, ect. for many years. I've seen my share of cam failures of different variety.
For the past 13yrs, I have been employed by arguably the Top bearing manufacter in the world, under a subsidary if you will for a business that is a founding member of the American Gear Manufacturers Association.
Founded around 1896 and a global leader today.
For what we design and produce in the bearing industry and in the gear world, I would say well over 90% of failures are related to contaminants in the oil. (Outside of design related failures)
As I have assumed a more technical role and have retired the wrenches, I've come to inderstand properly engineered components will never have metal to metal contact if the oil is clean. Not Ever. Teflon is in the use case here against the cam but for this concept the same rule should apply.
Lubrication equals oil film and in high loading / speed applications, it also equates to cooling. Viscocity is important in this regard to control heat. Changing viscocity could improve some characteristics of operation while at the same time create new issues.
While I will admit that I am unimpressed by the choice to use the teflon coating, I would be curious to see one of these 3.6 engines running with the valve covers off if at all possible.
How much oil is actually prestent on these lobes in operation compared to the other cams?
Is anyone aware of a metallurgical test performed on these failed cams to determine type of material and heat treat?
All steel is not equal and the same for hardening methods which must be carefully considered.
Some of our gearing runs 15-20k rpm continuously at 4,000 HP loads for 20+ years at a time. One of those units would fit on a standard pallet but circulates over 50gpm of ISO32 oil while in operation from an external tank with rigorous filtration. There are oil nozzles arranged very close to the gear mesh on the OUTBOUND side of rotation. The principle here is not so much as to "oil the teeth" but to draw out the heat. As metal expands the properties of its surface finish is distorted. With this in mind, we profile the gear teeth to tolerances in the tenths of an inch or +/- .0001" depending on the application.
To start off, I was a marine diesel mechanic working on large Cats, Cummins, Volvos, Detroits, ect. for many years. I've seen my share of cam failures of different variety.
For the past 13yrs, I have been employed by arguably the Top bearing manufacter in the world, under a subsidary if you will for a business that is a founding member of the American Gear Manufacturers Association.
Founded around 1896 and a global leader today.
For what we design and produce in the bearing industry and in the gear world, I would say well over 90% of failures are related to contaminants in the oil. (Outside of design related failures)
As I have assumed a more technical role and have retired the wrenches, I've come to inderstand properly engineered components will never have metal to metal contact if the oil is clean. Not Ever. Teflon is in the use case here against the cam but for this concept the same rule should apply.
Lubrication equals oil film and in high loading / speed applications, it also equates to cooling. Viscocity is important in this regard to control heat. Changing viscocity could improve some characteristics of operation while at the same time create new issues.
While I will admit that I am unimpressed by the choice to use the teflon coating, I would be curious to see one of these 3.6 engines running with the valve covers off if at all possible.
How much oil is actually prestent on these lobes in operation compared to the other cams?
Is anyone aware of a metallurgical test performed on these failed cams to determine type of material and heat treat?
All steel is not equal and the same for hardening methods which must be carefully considered.
Some of our gearing runs 15-20k rpm continuously at 4,000 HP loads for 20+ years at a time. One of those units would fit on a standard pallet but circulates over 50gpm of ISO32 oil while in operation from an external tank with rigorous filtration. There are oil nozzles arranged very close to the gear mesh on the OUTBOUND side of rotation. The principle here is not so much as to "oil the teeth" but to draw out the heat. As metal expands the properties of its surface finish is distorted. With this in mind, we profile the gear teeth to tolerances in the tenths of an inch or +/- .0001" depending on the application.
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