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Joined: Mar 2005
Posts: 899
Veteran CEG\'er
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Veteran CEG\'er
Joined: Mar 2005
Posts: 899 |
Originally posted by Russell-3L:
$2000 would be reasonable for a totally ported head setup with 4 custom cams. of course for that much money titanium valvesprings and maybe custom rocker arms would be nice to have too......
Originally posted by Cap'n Chaos:
Me personally if I still have a contour would want a cam/heads package for a 3L N/A running up to 8500 rpm with a powerband in the 5-8500 rpm range.
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98 CSVT t-red
1737#
cf1 Cowl hood
Centerline Storms
CEG Dragon Run- Oct 13-15
WTB- Vortech S/C kit/ADC Turbo Kit
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Joined: Apr 2002
Posts: 1,616
Hard-core CEG'er
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Hard-core CEG'er
Joined: Apr 2002
Posts: 1,616 |
Originally posted by Cap'n Chaos:
When he asked about dream head setup I don't think he was referring to custom heads with a different fuel injection setup and variable cam timing...
and no 1 cam will be good for everything... which necessitates an N/A cam and an FI cam. Most people going for big power in contours see to be going FI though and they seem to be the people with money.
Me personally if I still have a contour would want a cam/heads package for a 3L N/A running up to 8500 rpm with a powerband in the 5-8500 rpm range.
+1
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Joined: May 2004
Posts: 240
CEG\'er
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CEG\'er
Joined: May 2004
Posts: 240 |
Originally posted by Cap'n Chaos:
When he asked about dream head setup I don't think he was referring to custom heads with a different fuel injection setup and variable cam timing...
Why not? The latter is being done last time I looked in the thread, someone with SCT's Advantage software stated there were variable cam timing options in the Contour ECU, or so he remembered there being. The oil control valves found in the Miata and Mazda6's iVCT system are quite simple operating off just degrees and percentages (Actual timing 1 & 2 - in degrees, difference between actual and target timing 1 & 2 - in degrees, and duty cycle 1 & 2 - in percentage).
Yes direct fuel injection is a little further out there, but again, not impossible or too much to ask. It would greatly help out the forced induction community here by being able to run 10 and 11:1 compression ratios without knock issue.
Driving the Caliber
Side project: The LT-5 Fiero is being born..
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Joined: Apr 2002
Posts: 1,695
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Apr 2002
Posts: 1,695 |
I think you're a little too much in dream land...
You have to remember that dreams are tempered by reality... so until someone comes up with a VVT Direct port setup.. the chance of someone making it for production/profit is basically nil.
For direct injection you'd have to redo the whole fuel syste most likely.
04 Subaru WRX "Eurosport bling bling fast and furious tokyo drift"
"They have diarrhea of the mouth, and constipation of thought"
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Joined: Jun 2000
Posts: 2,621
Redneck Troll
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Redneck Troll
Joined: Jun 2000
Posts: 2,621 |
Every time I sourced out custom cams, I cam in at between $300-$500 PER CAM!!! Ouch... If you're doing better than that Jesse, you should be in the money my friend! Of course now, I am living my dream... LSx compatable 6 liter, custom cams on EBay for less than 400 bucks and increases of nearly 100 horsepower and torque without changing the heads or intake... Neener neener 
http://www.bnmotorsports.com
"And I will strike down upon thee with great vengeance and furious anger those who attempt to poison and destroy my CEG brothers. And you will know I am the Moderator when I lay my vengeance upon you."
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Joined: Aug 2001
Posts: 976
Veteran CEG\'er
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OP
Veteran CEG\'er
Joined: Aug 2001
Posts: 976 |
Yep we can do better then that  No one has any special specifcations on what they like to see? If not we'll start with my specs and work from there, just can't critize me on why did you choose this lift or this duration.
I offer PnP Heads for all durtec's details at PnPheads.com or jesse@pnpheads.com for details.
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Joined: Sep 2000
Posts: 4,693
Hard-core CEG'er
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Hard-core CEG'er
Joined: Sep 2000
Posts: 4,693 |
Look, I hate to rain on anyones parade, but it usually isn't as simple as just thinking about what cam specs you would like to have. There is a whole lot of science in determining just how much lift you can gain without increasing duration.
The limitation is mostly over metal capability. As you increase lift without increasing duration, the ramps on the cams get steeper and steeper. Eventually (and soooner than later) you hit a point that the forces against the cam face are so strong that the cam either wears out fast or it actually just chunks apart.
Other forces come into effect here too. High revs usually also mean higher spring rates to keep from having valve float (when the lifter no longer follows the cam).
In an attempt to allow for more pressure on the cam face, roller followers are employed, increasing the valve train mass, adding even more to the need for higher spring rates, but having capability for withstanding more pressure.
The pressures on the cam face can be lowered by changing the ramps to increase duration, but the side effect is that the low rpm power drops off (but with potential huge gains at higher rpm).
So it is all a balancing act. Choosing the correct lift to gain power without the need of severly increasing duration, cutting down on low rpm power.
Just where that magic spot is for the Duratec, I really don't know, but I do know that I like the specs of the Cat Cams Stage One cam set. It looks like it may be a reasonable compromise. I would really like to see the specs on the SHO cams.
Specs alone don't fully describe the character of a cam. Some dyno results are usually needed to get a better idea of just how it behaves overall.
Jim Johnson
98 SVT
03 Escape Limited
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