Trans camshafts are different from ordinary engines in that they are mounted on the top of the crankshaft’s pinion. With this type of crank, the camshaft’s position is changed with the change of the car’s speed.
A trans camshaft is typically used in cars with V-block or inline engines. The system is not an integral part of the engine but provides the engine with variable cam timing. The camshaft, which usually spins with the crankshaft’s axis, is connected to the transaxle, which is part of the engine’s drive train. The transmission mounts the transaxle and the engine on its transmission cross member, a rectangular piece of metal that connects the transaxle to the engine. From the engine, the engine’s transmission mounts the rear driveshaft.
In a car with an L-block, the only connection between the transaxle and the engine is in the rear driveshaft. In an L-block, the engine has a limited-slip differential. The transaxle provides the engine with variable cam timing by changing the rotational speed of the camshaft with the car’s speed.
In a V-block engine, the transaxle and transmission cross member is part of the V-block. The transfer case is located above the V-block, between the engine and the transmission. The transmission mounts the transfer case to the transmission cross member. As the car moves forward, the transmission rotates the engine’s crankshaft and passes it through the camshaft.
There are three types of transaxle: a conventional type, a special type of transaxle, and a split type. The conventional type and special type transaxles are known as forward-engine and back-engine transaxles. The rear-engine type uses the transaxle as a typical top-mount transfer case and the forward-engine type uses a conventional type top-mount transmission.
In both types of transaxles, the exhaust of the transaxle is connected to the exhaust manifold of the engine. The camshaft and the valve stem control the timing of the cam. When the transaxle’s exhaust forks do not close properly, the back end of the car can be misaligned. With this misalignment, the vehicle can drive erratically and the drivers may collide with each other.
When the exhaust forks of the transaxle or the exhaust valves on the transaxle are misaligned, there is insufficient pressure against the cam. The cam will remain open longer than it should and will produce bad combustion. The combination of insufficient intake and insufficient exhaust reduces the mass flow of fuel through the engine.
One of the causes of a misalignment of the cam, if not detected and corrected in time, is that the exhaust valves of the transaxle will leak, increasing pressure against the cam, and cause the cam to be opened prematurely. In most cases, cam misalignment results in knocking.
If the cam is not properly aligned, it can lead to cracked valves, poor sealing of the valves, failed seals, and other problems. To correct the misalignment, the cam must be removed and the cam shaft must be properly adjusted. The timing must be correct for the exhaust valve to lock into the exhaust port and for the exhaust valve to remain fully open and function properly.
Properly adjusting the cam shaft has no physical limit. However, one must know the proper procedure to do it. The car should be run at an appropriate room for the manufacturer’s recommended timing. If the car is driven with improper rpm, it will have a hard time aligning the camshaft properly and will produce excessive side flow in the engine.
The camshaft must be properly tightened or loosened, depending on the type of car and the type of camshaft used. If the owner has problems with the camshaft, he or she should have it inspected by a professional. It can be difficult to notice problems, especially with a second-hand car.