Who has used cams gears?
02-14-2006, 10:23 AM
#11
MArcus you seem to be the exception, but I remember that yuo had lot of problems, and honestly for 5 whp is to expensive, that would be my last choice, I do not know maybe with cams gears this could be a nice choice I do not know
02-14-2006, 07:40 PM
#13
Registered User
Join Date: Mar 2002
Location: Covington, LA
Posts: 251
Likes: 0
Received 0 Likes
on
0 Posts
I have used the adjustable Toda cam gear with great success (but not with stock camshafts). I think that there is power to be gained using the gears with no cam change.
The clearance (slack) between the stock cam gear and the camshaft keyway allows approximately 3 degrees of variation in cam timing. This in itself can likely cause several (2 to 6 hp) variation. If anyone has any actual camshaft timing values (i..e. Intake open XX degrees BTDC @ .050" lift, etc.) I would like to see them posted so we can compare variation within different engines.
The stock cams are tuned to give decent power while meeting all of the emission requirements. Typically this translates to the camshafts being retarded by several degrees from optimum horsepower and torque to reduce the oxides of nitrogen in the exhaust.
I have conducted dyno testing with stock engines (not F20C engines, sorry) where HP and torque improved by 35 HP (V-8 engine) after advancing the timing with stock camshafts by 12 crankshaft degrees. I don't think the F20C can stand to be advanced by 12 degrees but 5 or 6 would not be out of the question.
I have moved my camshafts by 8 degrees or so on both the intake and exhaust cams and have seen my 1/4 mile MPH numbers increase with only this change.
When dynoing it is not unusual to only look at max. torque and max. HP numbers. What's more important is the "area under the HP/torque curve" of the dyno graph. This will give you better overall performance.
Perhaps "Ultimate Lurker"/Shawn has done testing with Toda cam gears and can add to this discussion.
The clearance (slack) between the stock cam gear and the camshaft keyway allows approximately 3 degrees of variation in cam timing. This in itself can likely cause several (2 to 6 hp) variation. If anyone has any actual camshaft timing values (i..e. Intake open XX degrees BTDC @ .050" lift, etc.) I would like to see them posted so we can compare variation within different engines.
The stock cams are tuned to give decent power while meeting all of the emission requirements. Typically this translates to the camshafts being retarded by several degrees from optimum horsepower and torque to reduce the oxides of nitrogen in the exhaust.
I have conducted dyno testing with stock engines (not F20C engines, sorry) where HP and torque improved by 35 HP (V-8 engine) after advancing the timing with stock camshafts by 12 crankshaft degrees. I don't think the F20C can stand to be advanced by 12 degrees but 5 or 6 would not be out of the question.
I have moved my camshafts by 8 degrees or so on both the intake and exhaust cams and have seen my 1/4 mile MPH numbers increase with only this change.
When dynoing it is not unusual to only look at max. torque and max. HP numbers. What's more important is the "area under the HP/torque curve" of the dyno graph. This will give you better overall performance.
Perhaps "Ultimate Lurker"/Shawn has done testing with Toda cam gears and can add to this discussion.
02-15-2006, 06:01 AM
#14
Registered User
Originally Posted by s2krev,Feb 14 2006, 03:12 PM
mxt- do you have a dyno after you got your fuel done? I'm just curious to see. Did you do any timing changes either or was that strictly fuel?
Anyway, feel free to follow my timeline by clicking here.
I didn't do any timing changes. Cam timing couldn't be done, because I don't have adjustable cam gears. Ignition timing couldn't be done because I'm still running the stock ECU (with a VAFC for fuel tuning).
Thread
Thread Starter
Forum
Replies
Last Post