
        LOADING THE WOLVERINE BLUE RACER CAM SELECT II PROGRAM
          4790 Hudson Road Osseo, MI 49266 1-800-248-0134

  Cam Select II is IBM compatible and available on three 5-1/4" or
two 3-1/2" floppy disks that comprise over 50 separate programs,
each with a basic menu driven format.
  (NOTE: The Cam Select II program can only be used on systems equipped
with hard drives).
  Consult your computer support person or contact Wolverine if you have  
any questions about loading the Cam Select II program onto your hard
drive.

      IBM is a registered trademark of International Business Machines.
MS-DOS is a registered trademark of Microsoft Corporation


                EXPLANATION OF THE CAM SELECT II PROGRAMS

  These programs are designed to assist in the selection of the proper
Wolverine camshaft for  various applications.  At the same time, the
programs can be used as a teaching aid by those interested in learning
how to select the proper camshaft.

  You don't have to be a computer expert to use Cam Select. It takes
you step-by-step through the cam spec'ing process. All you do is answer
questions about the vehicle. In moments, Cam Select automatically
computes the best Blue Racer performance cam for the application.

  Cam Select takes the guesswork out of performance cam selection for
anyone involved in the sometimes difficult process of choosing the
right grind. It's a comprehensive data bank of technical information
that will put you one step ahead of your competition.








  Cam Select helps you choose other  performance parts that will
optimize the performance of the Blue Racer cam that you selected. After
it has selected the best Blue Racer camshaft for you, it will display
three other screens. The first screen will list the characteristics
of the camshaft, idle quality, power, torque, etc.. The second screen
lists all the matched Blue Racer valve train components that should
be used with the camshaft to have a balanced and matched system. The last
screen lists other recommended equipment that Wolverine does not offer
such as: carburetor, intake manifold, axle ratio, ignition system,
exhaust, compression ratio, etc..
  To aid in the selection process, there are seven performance levels
of Cam Select options available from which to choose.
    1. TORQUE / ECONOMY / RV
    2. POWER / PERFORMANCE
    3. COMPETITION DRAG RACE
    4. OVAL TRACK COMPETITION
    5. POWER BOAT
    6. ROAD COURSE PERFORMANCE
    7. SUPERCHARGED




  Auxiliary support programs are listed along the bottom of the screen,
and can be accessed at any time without losing data in the main program.
For example, when the program asks for cylinder bore, press F6 and
follow the instructions on the screen. After selecting the correct
engine, press enter repeatedly until you return to the cylinder bore
line. The engine bore, stroke and number of cylinders will auto-
matically appear.

             EXPLANATION OF AUXILIARY SUPPORT PROGRAMS

F2  CAM TIMER - Enter intake and exhaust duration and lobe centerlines
    into the computer. The program will compute the following
    information: Lobe spread and cam degrees advanced, cam timing for
    intake and exhaust opening and closing, and valve overlap. These
    calculations are based on symmetrical cam lobes, but the calculations
    are very close when using unsymmetrical cam lobes.

F3  CAM DEGREER - Enter cam timing for intake and exhaust valves opening
    and closing. The program will compute the following information:
    Intake and exhaust duration and lobe centerlines, lobe spread, cam
    degrees advanced, and valve overlap. These calculations are based
    on symmetrical cam lobes, but the calculations are very close when
    using unsymmetrical cam lobes.


F4  OEM AXLE RATIO & VEHICLE WEIGHT - Enter vehicle manufacturer and
    model. The program will list year, transmission, vehicle weight,
    and axle ratio.

F5  CALCULATE TIRE DIAMETER - Enter the tire section size, tire aspect
    ratio and the rim diameter. The program will compute the tire
    diameter. Press enter repeatedly until you return to the tire
    diameter line. The calculated diameter will automatically appear.

F6  OEM ENGINE BORE & STROKE - Enter the engine manufacturer, the number
    of cylinders, and press enter. The program will now list the engine
    sizes and their respective bore and stroke. Select the desired
    engine bore and stroke, and press enter repeatedly until you return
    to the bore line. Bore, stroke and number of cylinders will
    automatically appear.









F7  CAM CARD - This program is designed to store information about a
    cam application and data for future reference. Also, by using your
    print command, hard copies can be generated for any camshaft.
    When entering Blue Racer part numbers in the computer, always enter
    them in upper case letters and do not use a dash (WG1103). Due to
    the limited disk space, you may want to use a separate formatted
    disk to store your cam cards.

F8  UTILITIES - This function allows you to gain access into two
    additional Wolverine utility program screens.
    1. CUBIC INCH DISPLACEMENT / CFM AIR FLOW CALCULATION - Enter cubic
       inch displacement and the desired operating rpm. If the cubic
       inch displacement is not known, enter the bore and stroke and the
       number of engine cylinders. The program will compute the cubic
       inch displacement and the CFM air flow at the entered rpm.
    2. VALVE SPRING RATE & LOAD PRESSURE CALCULATION - Enter nominal
       valve spring open and closed pressure and height and the valve
       spring solid height. The program will compute the valve spring
       rate and approximate free height.





    3. AXLE RATIO / MPH / TIRE DIAMETER , OR CIRCUMFERENCE CALCULATION -
       This program computes axle ratio, miles per hour and rear tire
       diameter or circumference.
    4. COMPRESSION RATIO CALCULATION / WITH PISTON DATA - Enter the
       requested information to determine the compression ratio. Be
       sure to enter decimal points, e.g., .020 = twenty thousandths.
    5. TUNED INTAKE STACK LENGTH CALCULATION - Enter appropriate
       engine rpm as requested. The program will compute the correct
       intake stack length.

    6. EXHAUST HEADER LENGTH & INSIDE DIAMETER CALCULATION - Enter the
       engine bore and stroke and the desired operating rpm. The program
       will compute the tuned exhaust stack length and the recommended
       exhaust pipe inside diameter.
    7. DRAG RACE-BHP CALCULATION - This program computes the approximate
       brake horsepower needed to run a vehicle through the quarter
       mile with a given terminal speed.
    8. PISTON VELOCITY CALCULATION - Enter maximum continuous engine
       rpm and the engine stroke. The program will compute the piston
       velocity at the given rpm.




    9. PISTON ACCELERATION CALCULATION - Enter the maximum continuous
       engine rpm, the engine stroke and the center to center rod
       length. The program will compute the piston acceleration at
       the given rpm.
   10. TURBOCHARGER COMPRESSOR CALCULATION - Enter cubic inch engine
       displacement and the maximum operating rpm. Select the proper
       turbo application from the application menu, the desired
       boost pressure and the turbo compressor efficiency. The program
       will compute CFM compressor air flow in pounds per minute.
   11. SWEPT VOLUME RELATIVE TO CRANKSHAFT ANGLE CALCULATION - This
       program computes the air volume in the engine cylinders
       relative to the crankshaft position.
   12. MARINE ENGINE 60 % RULE CALCULATION - This program computes
       the amount of horsepower required to plane a boat.
   13. OVAL TRACK TIRE STAGGER CALCULATION - This program computes
       inside and outside tire diameters needed for specific track
       configurations.
   14. VALVE TIMING VERSUS PISTON POSITION & VELOCITY - This program
       computes piston position and velocity versus valve timing.
   15. GO TO UTILITY PROGRAM SCREEN # 2------
 



                  WOLVERINE UTILITY PROGRAM SCREEN # 2

   16. ATMOSPHERIC UTILITY - This program computes barometric pressure,
       ICAO standard, relative altitude, vapor pressure, dry barometer
       and relative humidity for wet or dry bulb.
   17. DYNAMOMETER UTILITY - This program computes brake horsepower,
       air correction factor, corrected brake horsepower, corrected
       torque and brake mean effective pressure.
   18. VALVE SPRING DESIGN - This program computes  specifications
       for a new or currently designed valve spring.
   19. Back to Utility Program Screen # 1

                      CAMSHAFT TERMINOLOGY MADE EASY

     A. LOBE PROFILE -  The contour of the cam lobe which determines how
        far above the base circle a lifter is moved and for how long it
        is held off the base circle.
     B. BASE CIRCLE -  The part of the lobe profile that does not move
        the lifter up or down. (opposite of the lobe profile)
     C. CAM LIFT -  The maximum distance the cam profile will raise the
        lifter above the base circle.



     D. GROSS VALVE LIFT - The total cam lift multiplied by the rocker
        arm ratio. (CL .280" X RAR 1.5 = GVL .420")
     E. NET VALVE LIFT - Gross valve lift minus the valve lash setting
        for a mechanical camshaft. Net valve lift is not specified for
        hydraulic camshafts. (GVL .395" - VL .012" = NVL .383")
     F. DURATION - Duration is the total angle in CRANKSHAFT degrees that
        a valve is open. Duration determines where the power range will be
        for a cam. Increase the duration and the power range will move up
        in RPM and you will lose low end power. DECREASE the duration and
        the power range will move down in RPM and you will lose high end
        power. What you gain on one end, you will lose on the other. To be
        useful, duration specifications must reference a lifter or valve
        lift. Advertised and .050" duration are the most popular durations
        used by camshaft manufacturers.
     G. .050" DURATION - .050" duration is measured in CRANKSHAFT degrees
        from the point where the lifter rises .050" from the base circle
        on the opening side of the cam lobe to the point on the closing
        side of the lobe where the lifter drops to .050" from the base
        circle. The .050" duration is todays most common standard for
        measuring duration.




     H. ADVERTISED DURATION - The point of measurement for advertised
        duration can occur at any lift above the base circle. The lower
        the point of measurement for lift, the higher the duration angle.
        This specification is provided for people who think more is better.
        Advertised duration is a duration stated by a cam manufacturer as
        a reference to their camshaft only. Advertised duration has no
        lift specification point agreed to among cam manufacturers. The
        same manufacturer may use different lift points on different
        camshaft profiles to list advertised duration. There is no rhyme
        or reason to advertised duration among cam manufacturers.
     I. LOBE CENTERLINE - An imaginary line that goes from the center
        of the base circle through the point of maximum lift on a lobe.
     J. INTAKE LOBE CENTERLINE - The number of CRANKSHAFT degrees from
        TDC (with the lifter in the middle of overlap) to the intake
        lobe centerline.
     K. EXHAUST LOBE CENTERLINE - The number of CRANKSHAFT degrees from
        TDC (with the lifter in the middle of overlap) to the exhaust
        lobe centerline.






     L. OVERLAP - Overlap is the angle in CRANKSHAFT degrees when both
        intake and exhaust valves are open at the same time. This is
        at the end of the exhaust stroke and the beginning of the
        intake stroke. INCREASING the duration will usually increase
        the overlap. Overlap must be specified at a lifter or valve
        lift value.
     M. LOBE SPREAD or SEPARATION (mistakenly called Lobe Center or Lobe
        Centerline) - The number of CAMSHAFT degrees between the intake and
        exhaust lobe centerline of a given cylinder. This is the only
        specification given in CAMSHAFT degrees. The lobe separation
        is set when the cam is ground and cannot be changed. The smaller
        the lobe separation the more valve overlap.
        Lobe separation equals, Intake Lobe Centerline + Exhaust Lobe
        Centerline divided by two. (ILC 107 + ELC 117 divided by 2= 112)










     N. CAM ADVANCE - Wolverine lists both the Intake and Exhaust Lobe
        Centerlines because most of our camshafts are ground with the
        valve timing advanced for better performance. To calculate
        cam advance you subtract the Intake Lobe Centerline from the
        Exhaust Lobe Centerline and divide by two. If you have a plus
        number then the cam is advanced, if there is a minus number
        then the cam is retarded. (ELC 117 - ILC 107 = 10 divided
        by 2 = 5, this cam is 5 degrees advanced).
















     O. .050" CAM TIMING - .050" timing is a reference point indicating
        where the intake and exhaust valves open and close. This is
        measured in CRANKSHAFT degrees at the point where the lifter
        rises .050" from the base circle on the opening side of the
        cam lobe, (valve opening reference), and the point on the
        closing side of the cam lobe where the lifter drops to .050"
        from the base circle, (valve closing reference). Note that
        these reference points are the same points that the .050"
        duration figures come from, only these are in reference to
        position of the piston in the cylinder near TDC or BDC. The
        specifications are given in the following form:
        INTAKE OPEN      -5 BTC = before top dead center
        INTAKE CLOSE     29 ABC = after bottom dead center
        EXHAUST OPEN     44 BBC = before bottom dead center
        EXHAUST CLOSE   -10 ATC = after top dead center
        NOTE: When a (-) minus symbol is used, then use the opposite
              heading. (BTC -5 = 5 ATC)

The following generalities can be applied to the typical U.S.A. made
pushrod/rocker arm V-8, V-6, and 4 cylinder engines to help you
understand the camshaft design.



  A. Performance camshafts with intake durations under 200 degrees at
     .050 will usually have 112 - 114 degree lobe spreads and be about 5
     degrees advanced.  Later model stock engines which must meet emission
     laws may have no advance or may actually be retarded to reduce NOX
     (oxides of nitrogen) emissions.  Sometimes lobe spread is reduced to
     cause overlap, for the same purpose.  Cam lobe spreads and advance specs
     for camshafts in 1960's engines were chosen for the best power.  The
     specs for 1980's engines are chosen for emissions requirements.  Also,
     many late 1970's and 1980's engines' cam lobe profiles were increased 5
     to 15 degrees in duration compared to 1960's profiles.  This was done
     to reduce peak torque values and to have peak torque occur at higher
     engine RPM.  The underlying reason for the change was to further reduce
     NOX emissions.  NOX emissions are highest at the RPM of peak torque,
     because maximum combustion temperatures occur then.  The high com-
     bustion temperatures cook the nitrogen and it combines with the
     oxygen present.  Near this RPM is also where an engine is most fuel
     efficient, using the least amount of fuel for each horsepower pro-
     duced.  Efforts to reduce the engine's peak torque and combustion
     chamber heat also reduce its efficiency.  Of course, we noticed this
     trend in the 1970's with the larger engines.  Engines were then down-
     sized to smaller cubic inch displacement to improve their mileage to
     previous levels.  The Corporate Average Fuel Economy (CAFE) laws
     dictated further engine downsizing and new designs.

  B. Higher duration performance camshafts usually vary in lobe spread,
     depending on the modifications to the engine and its expected RPM
     range.  Engines using stock cylinder heads with little to moderate
     preparation usually will like to have 110 to 112 degree lobe spreads
     and 3 to 5 degrees advance.  You would expect these engines to
     operate up to 7000 RPM.  Engines using specially manufactured per-
     formance cylinder heads with full competition preparation, compres-
     sion ratios between 12 and 14 to 1, and operating over 7500 RPM will
     usually like 104 to 106 degree lobe spreads and 0 to 2 degrees
     advance.  When cylinder heads have maxed-out breathing potential,
     the engine tends to like closer lobe spreads.  Engines with 4 valves
     per cylinder in max power trim like 102 to 104 degree lobe spread
     and 0 to 2 degrees advance.











  C. With milder performance camshafts, most engines like dual pattern
     camshafts having 10 degrees more exhaust duration than intake
     duration.  Most stock engines use that arrangement because it gives
     better low and mid range torque.  Occasionally, you will see some
     engine designs that like a single pattern camshaft.  This is
     usually because their intake valve and port size is effectively
     much larger than their exhaust valve and port size.  This may also
     be affected by the combustion chamber shape and its effect on air
     flow thru the engine.  High duration competition camshafts used in
     engines with competition-prepared cylinder heads are often single
     pattern, having the same duration for the intake lobe as the exhaust
     lobe, or nearly so.  It is fairly common also to see higher intake
     valve lift on these engines than exhaust valve lift.  This may be
     done using different lobe profiles or by using higher ratio rocker
     arms on the intake valves.  Usually the intake valve benefits from
     higher lifts while the exhaust side may be harmed by it.  This may
     also be caused by ram tuning of the intake stacks and exhaust stacks
     in competition engines, which causes the intake and exhaust ports
     and valves to work more in unison with each other.





  D. Camshaft manufacturers who use current design techniques keep these
     factors in mind in their camshaft designs for the different engines.
     All cam lobes use to be made symmetrical,(the same contour on the
     opening & closing side of the lobe). Today most cam lobes are made
     unsymmetrical, (different contour on the opening side of the lobe
     compared to the closing side of the lobe). The unsymmetrical cam
     lobe opens the valve very fast and closes them very slow, increasing
     horsepower and valve train durability. Manufacturers normally select
     the intake duration for the various performance factors involved.
     The lobe spread, advance, and exhaust duration are designed to match
     what that particular engine family performs best with, considering
     its level of preparation.  These cam selection programs and the
     specific camshaft and related valve train parts that are recommended
     are designed to work in the same way.

                        







                            IMPORTANT NOTE
         Our desire is to make your job easier by supplying these programs
     that are useful and accurate. We welcome comments and suggestions about
     this software. If you feel any of these programs do not work as they
     should, or if you have any suggestions for additional programs,
     please take a moment to send us a note or call our toll-free number.
     We value your input as a Cam Select user and would like to thank the
     many people that have summited their ideas for improving the programs.
     We know this has helped us improve and expand Cam Select into what
     it is today, and we are committed on keeping it light years ahead of
     the competition.

     THANK YOU        HARRY KRUMMREY        Manager of Technical Services

