Aluminum 3" tubular intake horn for Cummins 5.9L turbo diesel engines in 2003-2007 Dodge Ram pickup trucks.$199$0
No Limit MFG. produces billet camshafts for many pulling and non pulling applications.
Our billet cams are manufactured from tool steel.
Tool steel cams have a stronger more wear resistant surface. Our tool steel is shock resistant, and combined with our through hardening process these cams have a stronger, stiffer beam to reduce cam deflection.
Billet tool steel cams are cryogenic treated to relieve internal stresses and to give you the best durability and strength.
These cams are built and customized to match your engine combination. Any duration, lift, lobe separation, valve order, firing order, lobe width, beam dia. You name it we will make it.
Selecting a camshaft profile to maximize your program will deliver optimum results.
We use engine simulation software, and years of experience. Our Sophisticated simulation software allows us to design a camshaft to work with your particular components: not just your engine, but your intake, exhaust, and turbo as well.
Using engine simulation software can be effective in reducing the number of dyno sessions or hooks on the track to learn what your engine program requires. Saving 5 hooks and associated travel time and expenses can be a significant savings.
We can pinpoint areas that you could improve. Example: cylinder head porting intake and exhaust manifolds rocker ratio valve size bore/stroke intake length, header length and diameter before you even assemble.
4-5 week lead time.
It is up to the customer to insure installed centerlines, and piston to valve clearances are correct. Keep in mind that some Cummins cam gears have slightly different offsets built in. To modify installed centerlines call us for offset keyes, or adjustable cam gear. A basic degree wheel, a small amount of wire and a dial indicator is all that is needed to degree a cam in.
Tappets – What you need to know before installing your camshaft.
Roller camshafts requires the use of a roller tappets only. You can purchase the roller tappets from No Limit MFG. Do not use stock or aftermarket flat tappet lifters. We highly recomend using high zinc oils or zinc additives for low zinc oil. Roller tappets require more pressure, and we recommend using dual springs and No Limit pushrods. You may also need longer valves, and taller springs to accomadate the higher valve lift. It is up to the installer, and customer to make sure you have enough travel in your springs, and the correct spring pressure for you application.
Engine Block Preperation
A steel camshaft will stop most all breakage due to harmonics, and twist, but it is still vulnerable to breakage from journal seizure. The Cummins engines, have either one or two bearings for the seven journals. The other five or six journals ride directly on the block. In instances where big lift cams and high spring pressure are used, the cam can push through the oil film that separates the cam and block and seize. Having the block line-bored and installing journal bushings will ensure this does not happen with a cast or a steel camshaft.
It is required too have your block modified to accept cam journal bearings for all 7 journals for use of our roller camshafts.
GOOD OIL IS IMPORTANT!!!
It first starts with the break in process. Do not use used oil. Used oil carries contaminents, and the additives that help lubrication under extreme pressure have been broken down, and are much less than new oil. So it is very important to start with new oil. There are many break in oils available. Use a break in oil that has a high zinc content. You can use a much higher zinc content than 1400 ppm. If your oil is low in zinc also known as ZDDP, you can add a engine break in additive. Make sure you use an additive that has a high concentration of ZDDP.
Recommended Break in Oils and Additives:
Driven Break in Oil
Amsoil Break in Oil
Lucaus Break in Oil Additive.
Camshield ZDDP Additive.
ZPLUS ZDDP Additive.
Make sure to follow oil manufacturers instructions. It will not hurt the vehicle to have over 1400 ppm ZDDP. Having to much is better than not enough during break in.
Also coat the camshaft with a camshaft paste. Camshaft paste is available from Camshield, and Zplus, or call us and we will send some to you. The camshaft paste will stick to the camshaft and not slide off. It also typically has Moly, and ZDDP additives to help with extreme pressure lubrication during break in.
All oil is not the same. Even synthetic oils are very different. Oils made today are made for new vehicals with emmisions devices. Oil from the past, have additives that over a period of time, will plug and corrode the emmisions devices on new vehicles. So the government has set new regulations for oil to reduce their effect on the emmisions devices. The main additive that is removed is ZDDP. This additive was the most well known and the best at reducing wear of sliding metal components. The reduction of this additive has caused the automotive industry to have many wear problems early on in the new regulations life. Many of the problems related to flat tappet camshaft wear. To resolve the problem most OEM automotive car companies have converted to roller lifters , and camshafts to match. In the case of the flat tappet camshafts all camshaft manufactures only recommend using higher ZDDP concentrated oils used in the past. So what does this mean for new vehicles like the 6.7 Cummins. Well you will have to choose between lessing the time your vehicle's emmisions will last or run the risk of damaging your camshaft.
We highly recomend using high ZDDP oils or zinc additives for low ZDDP oil. Your oil must contain at least 1400 ppm or more of ZDDP, So KNOW Your Oil. Just because it is synthetic , or high tech, does not mean it contains enough ZDDP. If it does not, it will result in damage to the camshaft and lifter. Good oil is a low cost solution to longevity of engine parts. Usually oil manufactures that produce racing oil have the oil you need. Make sure to tell them you need a ZDDP content of 1400ppm or more, and this is being used in a diesel truck or car. If your not sure give us a call and we will get you in the right direction for oil.
Also make sure they know your application. Racing oil is made for racing, and doesn't have the detergent additives needed to drive your vehicle on the highway. And typically oil used in your vehicle for highway use doesn't always offer the heat properties of racing oil. So if you are driving your vehical on the highway and racing, pulling, or drag racing it, you will need to consider using two oils. Typicall race oil changes are 2-4 races down a pulling track or drag track.
Also keep in mind that severe duty conditions also effect the change interval. If your towing, towing heavy loads, streat racing, reving your engine, (rolling coal), or driving on hot days, these all effect how long the oil can protect the wear components of your engine. Typically change intervals will be greatly reduced in these conditions. A good way to determine your oil change interval is to have your oil tested.