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04-03-2011, 07:45 PM
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Guest
Join Date: Feb 2007
Location: Gods Country
Posts: 16,258
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How off the wall is this idea ...
Has anyone ever fitted just the exhaust cam ( extra duration ) to give a tuff sound while still keeping the inlet std to maintain fuel economy ? Is this at all feasable guys, i have been studying many overlap and centreline charts and stuffs me if i can work out why this wouldn't be a feasible proposition..Theo ?? Then the inlet can go in when she is no longer a daily ..... i am talking BIG cams custom grind here 260*@ 50 thou / 550 lift..... Daz... |
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09-03-2011, 11:06 AM
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#2 | ||
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KenneBell Australia
Join Date: Nov 2005
Location: Engine building room
Posts: 1,965
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Big camshafts Darren, something like hat would need at least 14:1 to burn effectively and is not something we would do in anything other than an all out race engine.
Chris
__________________
Bluepower Racing Developments Proud Australian Distributors of Kenne Bell superchargers The Quickest, The Fastest, The Baddest Boss Blower of all. www.bluepower.com.au |
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09-03-2011, 08:07 PM
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#3 | |||
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Guest
Join Date: Feb 2007
Location: Gods Country
Posts: 16,258
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Quote:
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10-03-2011, 09:03 PM
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#4 | ||
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Guest
Join Date: Feb 2007
Location: Gods Country
Posts: 16,258
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Why is it necessary to know the Compression Ratio of an engine in order to choose the correct cam?
The compression ratio of the engine is one of three key factors in determining the engine's cylinder pressure. The other two are the duration of the camshaft (at .050" lifter rise) and the position of the cam in the engine (advanced or retarded). The result of how these three factors interact with one another is the amount of cylinder pressure the engine will generate. (This is usually expressed as the "cranking pressure" that can be measured with a gauge installed in the spark plug hole.) It is important to be sure that the engine's compression ratio matches the recommended ratio for the cam you are selecting. Too little compression ratio (or too much duration) will cause the cylinder pressure to drop. This will lower the power output of the engine. With too much compression ratio (or too little duration) the cylinder pressure will be too high, causing pre-ignition and detonation. This condition could severely damage engine components. How does Advancing or Retarding the camshaft's position in the engine affect performance? Advancing the cam will shift the basic RPM range downward. Four degrees of advance (from the original position) will cause the power range to start approximately 200 RPM sooner. Retarding it this same amount will move the power upward approximately 200 RPM. This can be helpful for tuning the power range to match your situation. If the correct cam has been selected for a particular application, installing it in the normal "straight up" position (per the opening and closing events at .050" lifter rise on the spec card) is the best starting point. I would appreciate it if you could explain to the masses please Chris what the X-Cal 3 can actually adjust in relation to VCT Phasers please mate.. Daz |
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15-03-2011, 02:25 PM
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Bluepower
 
Join Date: Jul 2008
Posts: 1,266
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Darren
its nearly impossible to relate this information to the Barra engine mate because for a start its nearly impossible to measure seat to seat timing with a hydaulic lash adjuster, it looks like the passage you have written above is more applicable to the OHV engines. Chris
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15-03-2011, 05:36 PM
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#6 | ||
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Guest
Join Date: Feb 2007
Location: Gods Country
Posts: 16,258
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Rightio .. so i can run a 310* cam then .. no worries, sorry to have troubled you fellas !
I will get people to ring you direct as per Chris's conversation instead of asking advice in here sorry ... |
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16-03-2011, 10:25 AM
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#7 | |||
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KenneBell Australia
Join Date: Nov 2005
Location: Engine building room
Posts: 1,965
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Quote:
My post has given nobody any indication of what camshafts can or cannot be fitted to these engines. The Barra 6 needs more than a camshaft to work correctly, and to fit anything more than the base level crow camshaft without added compression will end up in disaster. To want any more power out of a six, the turbo upgrade is the next recommended step. To spend thousands on head porting, custom hemi dome pistons etc is not good economics when a stock FG XR6T will smash it everywhere including economy and efficiency. Hope this helps Chris
__________________
Bluepower Racing Developments Proud Australian Distributors of Kenne Bell superchargers The Quickest, The Fastest, The Baddest Boss Blower of all. www.bluepower.com.au |
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Camshafts for the BARRA Twin Cam ...
A bit of Extra info ...
Linear Mode
