Refresh951's Hybrid Ultra Stroker Build
03-03-2014 | 07:35 PM
#1217
Thread Starter
Rennlist Member
Joined: Jun 2010
Posts: 3,365
Likes: 22
From: Marietta, Georgia
http://members.rennlist.org/951_racerx/CamProfiles.pdf
03-04-2014 | 09:26 AM
#1219
Race Car
Joined: Apr 2009
Posts: 3,641
Likes: 1
From: Knoxville, TN
I usually see more people look for lobe separation angle (LSA) when talking turbocharged cars. They are obviously related. But an LSA of about 114 (crank) degrees is more or less "ideal," whereas a 110 degree LSA has way too much overlap, and it will take hte turbo forever to spool.
On edit, meant to add - from the links, looks like one lobe center is 113 and the other is 115 to/from TDC, total 228, which is 114 degrees crank rotation, so pretty ideal, though admittedly, I've not looked into cam profiles to the degree I have other things.
Last edited by 67King; 03-04-2014 at 10:31 AM.
03-04-2014 | 09:26 AM
#1220
Thread Starter
Rennlist Member
Joined: Jun 2010
Posts: 3,365
Likes: 22
From: Marietta, Georgia
03-05-2014 | 04:38 AM
#1221
Pro
Joined: Jul 2013
Posts: 559
Likes: 100
From: Germany
It's always interesting to follow your discussions, thank you for sharing your expertise.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
Last edited by H.F.B.; 03-08-2015 at 04:15 PM.
03-05-2014 | 05:19 AM
#1222
Rennlist Member
Joined: Sep 2006
Posts: 3,819
Likes: 57
From: Seattle, WA
It's always interesting to follow your discussions, thank you for sharing your expertise.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
I've got an unknown cam that's been measured, I'll have to dig up the specs and see what it's close to. I'll share my findings.
03-05-2014 | 08:33 AM
#1224
Thread Starter
Rennlist Member
Joined: Jun 2010
Posts: 3,365
Likes: 22
From: Marietta, Georgia
This is a very important point. Advertised versus full duration. The duration on my GTO (67) is 290 degrees, 230 degrees advertised (I forget if that is at 0.040" lift or another amount).
I usually see more people look for lobe separation angle (LSA) when talking turbocharged cars. They are obviously related. But an LSA of about 114 (crank) degrees is more or less "ideal," whereas a 110 degree LSA has way too much overlap, and it will take hte turbo forever to spool.
On edit, meant to add - from the links, looks like one lobe center is 113 and the other is 115 to/from TDC, total 228, which is 114 degrees crank rotation, so pretty ideal, though admittedly, I've not looked into cam profiles to the degree I have other things.
I usually see more people look for lobe separation angle (LSA) when talking turbocharged cars. They are obviously related. But an LSA of about 114 (crank) degrees is more or less "ideal," whereas a 110 degree LSA has way too much overlap, and it will take hte turbo forever to spool.
On edit, meant to add - from the links, looks like one lobe center is 113 and the other is 115 to/from TDC, total 228, which is 114 degrees crank rotation, so pretty ideal, though admittedly, I've not looked into cam profiles to the degree I have other things.
It's always interesting to follow your discussions, thank you for sharing your expertise.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
03-07-2014 | 08:28 AM
#1227
Thread Starter
Rennlist Member
Joined: Jun 2010
Posts: 3,365
Likes: 22
From: Marietta, Georgia
03-07-2014 | 02:59 PM
#1228
Rennlist Member
Joined: Sep 2006
Posts: 3,819
Likes: 57
From: Seattle, WA
This might be interesting to you, here are flow numbers for all of the Audi 20V intakes. It's funny that the RS2 (the one that's "Powered by Porsche") flows the lowest...
Lot's of bickering about flowing intake manifolds: http://www.motorgeek.com/viewtopic.php?f=18&t=9764
034 HO
3b
AAN
RS2
[/quote]
7A
Lot's of bickering about flowing intake manifolds: http://www.motorgeek.com/viewtopic.php?f=18&t=9764
034 HO
3b
AAN
RS2
[/quote]7A
03-07-2014 | 09:52 PM
#1229
Thread Starter
Rennlist Member
Joined: Jun 2010
Posts: 3,365
Likes: 22
From: Marietta, Georgia
It's always interesting to follow your discussions, thank you for sharing your expertise.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
Attached is a small write-up regarding 944 camshaft data for available aftermarket camshafts vs. OEM camshafts. Caveat, this was dedicated rather for a NA application than for a turbo. But may it could be helpful though.
