cam gear settings
#34
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Ted B is awesome. Can I join in on the fun? Stock turbo and Kelford 272/272 cams. What setting for extra low-midrange punch? Thanks. I'm guessing something like +1/-1 to keep some top end power.
Last edited by Evolessfornow; Sep 12, 2008 at 10:51 AM.
#36
Compcams 272+ cam gear settings
[QUOTE=Ted B;6027783]For the Comp Cams 272s, I recommend the same thing as the Comp Cams 280s, -2/-2.
Is the setting -2/-2 based on the centerline provided by compcams? i.e. 104/112? Please advice.
Is the setting -2/-2 based on the centerline provided by compcams? i.e. 104/112? Please advice.
#37
Evolved Member
iTrader: (9)
Here's the redneck cam timing tune method. Never tried it, don't have adj gears but it probably works:
Retard spark advance, richen fuel to 11.0, lower boost. Take a nice long pull in a tall gear at WOT to redline and make it last a good 5 seconds using brakes (in lower gear if selected) if you have to, avoiding traffic citation.
Use either airflow, load (1st choice) , or IDC to interpret VE. VE is the sole purpose of cam tuning, it represents the engines capacity for torque so you want to tailor the cam settings around that.
Compare VE logs by overlaying them (in LW) or some other method (X-Y Scatter?) with other loggers.
Once tuned, bring back AFR first, boost, then timing with logging then retune.
If using speed density use leaning of AFR as increasing VE.
Retard spark advance, richen fuel to 11.0, lower boost. Take a nice long pull in a tall gear at WOT to redline and make it last a good 5 seconds using brakes (in lower gear if selected) if you have to, avoiding traffic citation.
Use either airflow, load (1st choice) , or IDC to interpret VE. VE is the sole purpose of cam tuning, it represents the engines capacity for torque so you want to tailor the cam settings around that.
Compare VE logs by overlaying them (in LW) or some other method (X-Y Scatter?) with other loggers.
Once tuned, bring back AFR first, boost, then timing with logging then retune.
If using speed density use leaning of AFR as increasing VE.
#38
Former Sponsor
iTrader: (161)
Here is what i extracted out of my evo8 tme turbo / mil.spec 65mm/ int mani/exh mani / hotside/ via aem logged data while using 91 octane. This was a while ago & I dont recall why i chose the timings that i tried....it was most likely based on how the car responded during city / transient response.
i was about to try 0/0 when the man ask what i was doing to my car when i was making a cam timing change.
my whp calculation is based off of dyno jet numebrs....when i dyno'd my car using a fp-grn, my ecu calculated peak number was off my 0.8whp!!
take it for what its worth
i was about to try 0/0 when the man ask what i was doing to my car when i was making a cam timing change.
my whp calculation is based off of dyno jet numebrs....when i dyno'd my car using a fp-grn, my ecu calculated peak number was off my 0.8whp!!
take it for what its worth
Last edited by Aby@MIL.SPEC; Sep 18, 2008 at 10:38 AM.
#39
Evolved Member
iTrader: (9)
I have a stupid question for you people with adj gears but I'm just curious.
Using this example: -1/+2, the first value refers to the intake cam retarded (late) one °, and the second is exhaust cam advanced (early) two °, so the intake sprocket teeth move 1° CW relative to it's cam and the exhaust does 2° CCW to it's cam (resulting in 1° increase of overlap), right?
Using this example: -1/+2, the first value refers to the intake cam retarded (late) one °, and the second is exhaust cam advanced (early) two °, so the intake sprocket teeth move 1° CW relative to it's cam and the exhaust does 2° CCW to it's cam (resulting in 1° increase of overlap), right?