NOTE: If you degree cams on a regular basis, investment in a cam degree tool that allows a dial indicator to read directly off the cam lobe is advised.

The main reason to check your camshaft degree is to be sure that the timing set being used allows the camshaft to be phased properly with the crankshaft. It is just as important as setting your clock to your local time zone. All efforts are made at Reed Cams to grind the proper advance on each camshaft, but it is still up to the installer to check the relationship with their timing components as some manufacturers may machine advance or retard into their timing sets.

Getting started, you will need to mount the degree wheel to the front of the crankshaft. Make sure the wheel is centered on the crank and has no run-out. Many kits come with mounting sleeves to adapt the wheel to different size crank bolts. The pointer should be sharp and as close as possible to the wheel without rubbing. Remember, the larger the degree wheel diameter, the more accurate the pointer will show degrees.

(Reed Cams offers a 14” diameter degree wheel kit including mounting sleeves and pointer under part # DEG14-KIT)

Next you should zero the degree wheel at TDC #1 piston. Double-check the zero by checking the number on the degree wheel at .050” before and after TDC. If the numbers are the same you have “ZERO”, if not adjust the zero until the .050” numbers match.

Install a lifter in the #1 cyl. intake lifter bore, use a pushrod in the lifter seat to connect to the dial indicator. Ensure that the lifter, pushrod and dial indicator shaft are lined up straight to prevent false readings. If you are using a cam check tool follow the manufacturer’s directions for installing the tool in the lifter bore.

We recommend the “MAX LIFT” method to check cam timing to eliminate variables in durations that may be caused by differences in base circle diameters. Rotate the engine in the normal direction of rotation until the lifter reaches maximum lift. Index the dial indicator at +.100”. Rotate the crankshaft in the reverse direction until the dial indicator reads less than .040”. Now rotate the engine in the normal direction of rotation again and stop at .050”. Record the number indicated by the pointer on the degree wheel. Continue to rotate the engine in the normal direction of rotation and stop at .050” after crossing over maximum lift. Again record the number indicated by the pointer on the degree wheel.

NOTE! If your degree wheel only reads to 90^o “After Top Dead Center” it will be necessary to convert your “Before Bottom Dead Center” numbers back to ATDC numbers. To accomplish this simply subtract your BBDC reading from 180 to get the ATDC number.

Add the before max lift ATDC number and the after max lift ATDC number, then divide by 2. (i.e. 96^o + 116^o = 212^o , 212^o / 2 = 106^o) This gives you the intake lobe centerline. If this intake lobe centerline number does not match the intake lobe center listed on your cam card you must adjust the phasing of the cam vs. timing set to compensate for the discrepancy.

Repeat the “MAX LIFT” procedure again to verify the intake lobe centerline.

Procedures for overhead camshaft applications are similar to the lifter procedure except that lift readings are taken from the actual camshaft lobe rather than from a lifter. The method for determining the intake lobe centerline is the same as that used with the lifter procedure.