Hamilton Cams 24 Valve 178/208 Camshaft Combo - 98.5-18 Cummins - Towing

Product Name: Hamilton Cams 24 Valve 178/208 Camshaft Combo - 1998.5-2018 Dodge Cummins - Towing
Manufacturer: Hamilton Cams
Manufacturer Part #: 07-CC-24V178
Thoroughbred Diesel Part #: HAM07-CC-24V178
Fitment Notes: 1998.5-2018 Dodge Cummins

The Hamilton Cams 07-CC-24V178 Towing 178/208 Camshaft Combo is engineered for the daily driver or tow rig looking for better efficiency in your 1998.5-2018 Dodge 5.9L/6.7 Cummins. This camshaft has a short duration and wide lobe separation angle and the least amount of overlap (when intake and exhaust valves are both open at the same time). The lack of overlap stops in cylinder EGR on engines that have greater drive pressure than boost pressure. If you live in higher elevations, do a lot of heavy hauling or are looking for greater efficiency for highway driving, this cam can help considerably.

Although this camshaft is considered a drop-in replacement, it is important to check clearances. On 1998.5 - 2002 applications, you will need no more than .025? piston protrusion and at least .038? valve face depth with a standard gasket. 2003 to 2018 Cummins engines need .018?piston protrusion and at least .038? valve face depth with a standard gasket. If you do not meet the minimum requirements for piston to valve clearance, you can still run an oversize head gasket or cut valve reliefs.

Hamilton Cams 24 Valve Camshaft Combo Features:

• RPM Range: Idle-4000
• Drops EGT 200-300
• Better fuel economy 1-3 MPG+
• Increased bottom end power
• Quicker spool up
• Duration at .050? of lift  178 Intake, 208 Exhaust
• For more information on Hamilton Cams call us at 1-859-737-4966

What’s included:

• 178/208 Camshaft (fits 89-2018 Cummins)
• Heavy duty pushrods (500-750 hp)
• 103 Valve Springs
• Lifters/tappets

Addition Information:

• Due to its short duration and wide lobe separation angle, it also has the least overlap (when intake and exhaust valves are open at the same time) of any of our cams to kill in cylinder EGR on engines that have higher drive pressure than boost pressure.
• If you live at high altitudes, operate at low rpm or are looking for the best efficiency possible, this cam will help you considerably

Modification Required:

• For it to be “drop in” on a 12v you will need no more than .025? piston protrusion and at least .055? valve face depth with a standard head gasket and a 99 intake centerline. On a 98 – 02 24v you will need no more than .025? piston protrusion and at least .038? valve face depth with a standard gasket. On an 03 and up, it needs .018?piston protrusion and at least .038? valve face depth with a standard gasket.  If you do not meet the minimum requirements for piston to valve clearance, don’t worry, you can still run an oversize head gasket or cut valve reliefs.
• Although this is considered a drop in cam it is important to check clearances (You can use our clearance calculator to make it a little easier)
• We always recommend new lifters when changing a cam.

Applications:

• low rpm efficiency
• any size turbo, large or small
• Meant for increased all around efficiency

Break in:

To make sure that you have no issues during break-in, follow these few suggestions.

• Make sure that the cam has a Liberal amount of quality assembly lube applied
• DO NOT let the engine start without oil pressure
• When this is a new engine, be sure to put a liberal amount of assembly lube in the oil pump and prime the oil filter
• Be sure to change the oil after you have done your break-in procedure. When the filter and oil system are already primed, engine will get oil pressure much faster than if the oil is changed at the same time.
• Disconnect the fuel system and spin the engine with the starter until oil pressure can be read or until oil is coming out of the rocker arms.
• Do not let the starter run for more than 10 seconds at a time
• Once oil pressure has been verified, let the engine start and run for five minutes at 1200-1500rpm then shut engine down
• Adjust valves then you are cleared to abuse your engine. Enjoy the added airflow
• if you need to re-torque or “hot-torque “the head, do so before adjusting valves. Re-torqueing the head changes the valve lash setting, so it is important to set lash last.