|
|
Joined: May 2000
Posts: 21,197
I have no life
|
I have no life
Joined: May 2000
Posts: 21,197 |
I hear a lot of told you so's coming about. 
-'96 SE MTX 3L
-'98 SVT 1,173 of 6,535
-'05 Mazda 6s, loaded, g/f's ride
-Need a 96-00 manual on CD? PM or email me
|
|
|
|
|
Joined: Jul 2001
Posts: 2,974
Hard-core CEG\'er
|
|
Hard-core CEG\'er
Joined: Jul 2001
Posts: 2,974 |
Originally posted by todras:
I hear a lot of told you so's coming about.
Thank you for your words of wisdom Todd  . I spoke to the JRP rep this week and he told me he has sold a few to people in the US and they are using the CAT Cams with their Hybrid motors in their cougars.
Aaron
AKA NVS SVT
98.5 Silver/Blue SVT#4553
Yeah it's modded
98 T-Red/Blue SVT Contour Totaled 06/05/06
03 3L,VCN 2000,CAT Cams,MSDS Headers w/Y-Pipe,XCal2 and lots more
|
|
|
|
|
Joined: Nov 2000
Posts: 10,015
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Nov 2000
Posts: 10,015 |
All the cams I have looked aat hove no orientating marks on them for you to align the sprockets with - so how the fugg are you supposed to get them tuned in right - close enough aint good enough!
2000 SVT Turbo 295hp/269ftlb@12psi
#1 for Bendix Brakes Kits!
Knuckles rebuilt w/new bearings $55
AUSSIE ENDLINKS $70
Gutted pre-cats $80/set
A lack of planning on your part does not constitute an emergency on mine!
|
|
|
|
|
Joined: Jul 2001
Posts: 2,974
Hard-core CEG\'er
|
|
Hard-core CEG\'er
Joined: Jul 2001
Posts: 2,974 |
According to the CAT Cam rep, the degree wheel does all the work so I just put the cams in the engine then drop it off at the dealership and they will put the cam gears on and the degree wheel times it for them. Sounds like I might have to buy a new engine as back up  Aaron
AKA NVS SVT
98.5 Silver/Blue SVT#4553
Yeah it's modded
98 T-Red/Blue SVT Contour Totaled 06/05/06
03 3L,VCN 2000,CAT Cams,MSDS Headers w/Y-Pipe,XCal2 and lots more
|
|
|
|
|
Joined: Nov 2000
Posts: 10,015
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Nov 2000
Posts: 10,015 |
The degree wheel needs a reference to - that what I'm getting at - there is non on the camSHAFT 
2000 SVT Turbo 295hp/269ftlb@12psi
#1 for Bendix Brakes Kits!
Knuckles rebuilt w/new bearings $55
AUSSIE ENDLINKS $70
Gutted pre-cats $80/set
A lack of planning on your part does not constitute an emergency on mine!
|
|
|
|
|
Joined: Sep 2000
Posts: 4,693
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Sep 2000
Posts: 4,693 |
Originally posted by Stazi:
The degree wheel needs a reference to - that what I'm getting at - there is non on the camSHAFT
That isn't how I learned to use a degree wheel. If you are proficient with one you learn very quickly how often the stcok reference marks are incorrect. Actually more so on aftermarket cams than stock ones.
First, the degree wheel is indexed by finding TDC on cylinder #1.
After that, there are at least two ways to do it. One is a certain amount of valve lift when the crank is in a certain position according to the degree wheel. Another is valve wide open with the lobe "straight up" at a certain crank position according to the degree wheel.
Of course, you need the cam makers specs to determine which method and what the values needed are.
On engines with multiple cams, each cam must be indexed after the first one is done.
And then the cam tuning begins. Advancing or retarding the cams moves the power band up or down the rpm range and indexing the intake cams differently to the exhaust cams alters valve overlap, which also moves the power band, but in two ways. It broadens or narrows the power band and / or moves the power band up or down the rpm scale. This is best done with a dyno run to compare the results.
Actually, there is a "poor mans dyno" method for optimizing the cam settings, but only if you are already very close and also if you are looking for broad band power with a good low end. Experiment with different cams settings while taking compression readings. You want the settings that give you the highest compression readings.
Jim Johnson
98 SVT
03 Escape Limited
|
|
|
|
|
Joined: Aug 2004
Posts: 1
Newbie
|
|
Newbie
Joined: Aug 2004
Posts: 1 |
ok so just wondering about a little more detail on stock 3.0 v. SVt cams i have a set of svts and am debating on putting them into my 3.0 or selling them...
Basicly the 3.0l cams give a little more low end torque and little less high end hp than the svt cams correct? and the power band for the svts will be higher over all and a littler shorter in the rpm range?
correct me completely if wrong i am just working on this 3.0l stuff to drop into my coug so.
|
|
|
|
|
Joined: Jan 2005
Posts: 114
CEG\'er
|
|
CEG\'er
Joined: Jan 2005
Posts: 114 |
I also heard in order to swap SVT Cams in a 3L you must have a chip to tune the sucker. Also the swap would need timing chain, guides, tensioner, and other misc timing components off of the SVT.
Can anyone direct me to where I can find some more information on this? I am planning on performing this swap.
Thank you,
Sal
SHOCal Advisor / Midwest Duratec Co-Owner
[img]http://www.supermotors.org/getfile/260278/original/CrackerBarrel.jpg[/img]
|
|
|
|
|
Joined: Jul 2001
Posts: 2,974
Hard-core CEG\'er
|
|
Hard-core CEG\'er
Joined: Jul 2001
Posts: 2,974 |
I'm using the XCal2 to tune my SVT.
Jim thanks for the input, the minute my engine is in the car it's being taken to get dyno tuned a program written for my XCal2.
Aaron
AKA NVS SVT
98.5 Silver/Blue SVT#4553
Yeah it's modded
98 T-Red/Blue SVT Contour Totaled 06/05/06
03 3L,VCN 2000,CAT Cams,MSDS Headers w/Y-Pipe,XCal2 and lots more
|
|
|
|
|
Joined: Nov 2000
Posts: 10,015
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Nov 2000
Posts: 10,015 |
Originally posted by Big Jim:
Originally posted by Stazi:
The degree wheel needs a reference to - that what I'm getting at - there is non on the camSHAFT
That isn't how I learned to use a degree wheel. If you are proficient with one you learn very quickly how often the stcok reference marks are incorrect. Actually more so on aftermarket cams than stock ones.
First, the degree wheel is indexed by finding TDC on cylinder #1.
After that, there are at least two ways to do it. One is a certain amount of valve lift when the crank is in a certain position according to the degree wheel. Another is valve wide open with the lobe "straight up" at a certain crank position according to the degree wheel.
Of course, you need the cam makers specs to determine which method and what the values needed are.
On engines with multiple cams, each cam must be indexed after the first one is done.
And then the cam tuning begins. Advancing or retarding the cams moves the power band up or down the rpm range and indexing the intake cams differently to the exhaust cams alters valve overlap, which also moves the power band, but in two ways. It broadens or narrows the power band and / or moves the power band up or down the rpm scale. This is best done with a dyno run to compare the results.
Actually, there is a "poor mans dyno" method for optimizing the cam settings, but only if you are already very close and also if you are looking for broad band power with a good low end. Experiment with different cams settings while taking compression readings. You want the settings that give you the highest compression readings.
Jim - I know how they work....thanks. 
My beef is that his cams have no mrkings on the shaft showing at least the position for one lobe's high point, for example - to make a starting point (reference) from. Same as the stock SVT cams etc. the only mark you will find are on the sprockets themselves and the sprocket are installed by a calibrated machine that aligns the tick mark to the cam lobes. How in these motors are you going to measure cam lift when the head is assembled?????
Once again - eyeballing the cam and trying to determine you have it were a lobe is at max lift is just too vague for my liking. If that had key the shaft and then made that a reference to a lobe it would be easy. But CAT didn't 
And the simple fact that adjustable sprockets (which you'd neeed to degree the cams anyway) aren't available for the Duratec - that I have seen. 
2000 SVT Turbo 295hp/269ftlb@12psi
#1 for Bendix Brakes Kits!
Knuckles rebuilt w/new bearings $55
AUSSIE ENDLINKS $70
Gutted pre-cats $80/set
A lack of planning on your part does not constitute an emergency on mine!
|
|
|
|
|
