|
|
Joined: Aug 2001
Posts: 976
Veteran CEG\'er
|
Veteran CEG\'er
Joined: Aug 2001
Posts: 976 |
Sooooo adjustable cam gears do just that adjust your cam into different durations, etc? How does the timing chain react? Sorry guys I'm stupid here today.
I offer PnP Heads for all durtec's details at PnPheads.com or jesse@pnpheads.com for details.
|
|
|
|
|
Joined: Sep 2000
Posts: 9,602
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Sep 2000
Posts: 9,602 |
Originally posted by kinger:
Sooooo adjustable cam gears do just that adjust your cam into different durations, etc? How does the timing chain react? Sorry guys I'm stupid here today.
It changes (retards/advances) the valve open & closing points in relation to everything else. The duration would stay to same as the cam lobes do not change.
"Very basically" it raises or lowers your powerband. Advancing (making then open & close sooner) would generate better low & midrange torque numbers while sacrificing up top (I.E. NOT what to do on our engine!)
Retarding (later valve action) them would move everything up the power band and generate better HP numbers. Exactly what a well breathing, high compression engine needs!
Being as there are both an intake & an exhaust cam the phasing of the cams can come into play as a potential power enhancer.
For instance really tweaking the exhaust cams to make up for the abysmally small exhaust valves.
Changing the valve overlap (ahem FI'd folks)
However like most things there is always a subsequent loss for your gain. Nothing is ever truly free. It's just figuring out what losses and gains are best suited to the engine design and purpose.
---
As for the timing chain. It sees nothing different. It wraps around the gear sprocket and turns it just like normal.
2000 SVT #674
13.47 @ 102 - All Motor!
It was not broke; Yet I fixed it anyway.
|
|
|
|
|
Joined: May 2002
Posts: 21,653
I have no life
|
|
I have no life
Joined: May 2002
Posts: 21,653 |
Originally posted by DemonSVT:
However like most things there is always a subsequent loss for your gain. Nothing is ever truly free. It's just figuring out what losses and gains are best suited to the engine design and purpose.
yeah for a duratec.... ever see ddavis's dyno plots for his cam gears.. haha take that duratecers.   
98.5 SVT
91 Escort GT (almost sold)
96 ATX Zetec (i brake to watch you swerve)
FS: SVT rear sway bar
WTB: Very cheap beater
CEG Dragon Run - October 13-15
|
|
|
|
|
Joined: Sep 2000
Posts: 9,602
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Sep 2000
Posts: 9,602 |
Originally posted by Kremithefrog:
Originally posted by DemonSVT:
However like most things there is always a subsequent loss for your gain. Nothing is ever truly free. It's just figuring out what losses and gains are best suited to the engine design and purpose.
yeah for a duratec.... ever see ddavis's dyno plots for his cam gears.. haha take that duratecers.
No. That's just the simple physics of it.
When you alter the powerband like that you have both a losing and gaining end. Now if the losing end is in an rpm range you hardly ever use than losing it may not be considered a factor but it is still a loss.
2000 SVT #674
13.47 @ 102 - All Motor!
It was not broke; Yet I fixed it anyway.
|
|
|
|
|
Joined: Aug 2001
Posts: 976
Veteran CEG\'er
|
|
Veteran CEG\'er
Joined: Aug 2001
Posts: 976 |
Originally posted by DemonSVT:
Originally posted by kinger:
Sooooo adjustable cam gears do just that adjust your cam into different durations, etc? How does the timing chain react? Sorry guys I'm stupid here today.
It changes (retards/advances) the valve open & closing points in relation to everything else. The duration would stay to same as the cam lobes do not change.
"Very basically" it raises or lowers your powerband. Advancing (making then open & close sooner) would generate better low & midrange torque numbers while sacrificing up top (I.E. NOT what to do on our engine!)
Retarding (later valve action) them would move everything up the power band and generate better HP numbers. Exactly what a well breathing, high compression engine needs!
Being as there are both an intake & an exhaust cam the phasing of the cams can come into play as a potential power enhancer.
For instance really tweaking the exhaust cams to make up for the abysmally small exhaust valves.
Changing the valve overlap (ahem FI'd folks)
However like most things there is always a subsequent loss for your gain. Nothing is ever truly free. It's just figuring out what losses and gains are best suited to the engine design and purpose.
---
As for the timing chain. It sees nothing different. It wraps around the gear sprocket and turns it just like normal.
Thanks Demon exactly what I needed 
I offer PnP Heads for all durtec's details at PnPheads.com or jesse@pnpheads.com for details.
|
|
|
|
|
Joined: Aug 2002
Posts: 4,970
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Aug 2002
Posts: 4,970 |
Since the cams are heat treated, wouldn't the cutting process be an issue? How can they be cut without getting too hot and become weakened or distorted? The fact that they are hollow, would it cause any integrity issues after having a closed end lopped off of it?
2005 Ford F150 SuperCab FX4
1964 Chevrolet Impala SS
1998 CSVT: 354HP/328TQ @ 10 psi, now gone 
|
|
|
|
|
Joined: Aug 2001
Posts: 5,810
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Aug 2001
Posts: 5,810 |
The cutting will heat up the metal locally, but any cutting shop should use oil or liquid cooling of some sort with a decent cutting blade. The properties of the metal will only be affected in a very local region.
Besides, these cams are assembled parts, the gears the lobes and journals will all be heat treated, but the tube may not and parts that fit on the tube are probably done at a different time. This is probably not a big issue.
Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
|
|
|
|
|
Joined: Aug 2002
Posts: 4,970
Hard-core CEG'er
|
|
Hard-core CEG'er
Joined: Aug 2002
Posts: 4,970 |
I guess there's one way to find out Hopefully Kinger's machinist can pull this off for a set of prototypes.
2005 Ford F150 SuperCab FX4
1964 Chevrolet Impala SS
1998 CSVT: 354HP/328TQ @ 10 psi, now gone
|
|
|
|
|
Joined: Dec 2000
Posts: 317
CEG\'er
|
|
OP
CEG\'er
Joined: Dec 2000
Posts: 317 |
soooooooo...... i can get my hands on a set of SE cams.... kinger you upto it?
2000 Cougar V6 MTX
2001 3.0L Swap w/ PnP Heads - It ran, it boomed, it RUNS AGAIN
Nearly all suspension mods
Big ass stereo
...and more...
See Her Here
|
|
|
|
|
