IMO.... hands down best cams ever made for a stock turbo car were the GSC 272s.

i have had these cams installed for 2 years now. and i wouldnt trade them for the world.

i have mine set at -4/-1.

i hit 33 psi by 3600 RPM, and hold 24 till 7500.

 

Awesome thread.

Ted, what settings would you recomend for BC 272 cams (stage 2)?
Running on a stock turbo 25psi boost.

Same settings for the HKS 272's?

Thx

 

No.

BCs are ground at 106/106. This is ok for street use. For better peak power and high rpm work, I would try -2/+2.

 

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.

 

Hi Ted,

What would be your recommendations for the Cosworth 272s mivec cams on a
2.3L stroker kit with Garrett T04Z turbo.

Thx

 

[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.

 

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.

 

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 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?

 

Hi Ted, any advice on FP4R running with green , meth and stockblock?

 

Try retarding the exh cam 2 degrees. The idle will be choppier, but it should give it a little more midrange punch.

 

overlap is decreased by 3 degrees.

 

Thanks! I'll try this saturday and let you knw

 

Actually, retarding the exh cam by 2 deg at the cam gear will increase overlap by 4 deg at the crankshaft. Remember that the exh lobe comes just before the int, and not the other way around.

 

I'm referring to C6C6 scenario. Sorry, I should have said that. Since the exhaust opening event occurs first, it is advanced by 2 degrees. Then the intake opening occurs 1 degree retarded. This moves the CL further apart which decreases the overlap.