[QUOTE=06black;3478581]you can probably draw my emotions from this. i never said i did or don't like him but i would never run anything from him on any car of mine, or a friends, or any one i know. i've seen his examples of tunes, and all that they lack. LSJ, LE5, ect.

any who, why would you mess with the intake cam first? or much at all?

the exhaust cam defines the fluid flow that determines how the turbo reacts.


Advancing the intake cam timing a few degrees will cause the intakes valves to open a little sooner. This in turn allows the motor to take a little bigger breath. That extra air it is able to inhale should increase the amount of avaliable exhaust gas to spin the exhaust wheel up a little sooner. I never thought about the exhaust cam timing though.

 

[QUOTE=Terminator2;3480550]ok, let me restate this.

i'm not saying to NOT mess with the intake as that'll do the last 5-10% of this little puzzle, but the exhasut cam determines the other 90% of the turbo's reactions.

i BELIEVE that the way HPT has there interface set up is that positive is out, negative is in, each on there own respective plane.

that's not how its supposed to run, but so be it. at least you have some support.

i'll have to check my LNF tunes for a "for sure" direction check.

solution-correct cam phase settings for increased boost response

sub constraint-ignition advance tables need to be optimized for the cam settings to have optimized effect.

experience- I've worked in Cal groups at a few different OE's along with some 3rd party Co's, done a few years worth of powertrain devel, and now i'm a advanced chassis / suspension devel guy.

i wont touch something that's closer then 2-3years out from production, thus i play with some snazzy **** w/ cool technology.

lol, geee, i'm not the only one who's seen this?

 

[QUOTE=06black;3480587]Ok. Good to know, but what would you suggest he do to the exhaust cam timing retard it a little so that maximum pressure is built up in the cylinder before the exhaust valve opens? IDK opening the exhaust valves too soon will cause the exhaust gas to just trickle out, too late and you will be choking that crap out of the motor. He just needs to make small changes to those tables untill he finds a balance.

 

Finally let the cat out of the bag, eh...

 

[QUOTE=Terminator2;3480614]**** the cylinder charge into the turbo and run the spark real late.

heat, heat, heat.

dident say whom / what for.

Christ, there are TONS of turbo VVT performance cars out there, a few make it state-side.

LOOK AT THEM!

dont be an idiot!

 

[QUOTE=06black;3480663]I get it now. I hope boostking understands what he must do now.

 

Point taken. You have a PM btw...

 

so what is in and what is out?.....
one must start with cam timing first?
when you refer to late you mean retard the spark timing? (lower number)
when you refer to pissing cylinder pressure into turbo your refering to retarding the exhaust timing? (more negative or positive?)

a positive number means how many degrees after 0 (tdc) the CAM timing is so thats retarded?
a negative number means how many degrees before 0 (tdc) the CAM timing is so thats advanced?

now I know when refering to spark timing the more positive the number the more advanced the spark timing is the sooner the spark happens. right?
but this is not the case with cam timing?

came timing is refering to timing before and after tdc whereas spark timing is flipped the higher the number the sooner spark happens the lower the number the later it happens. am I undersatnding this correctly?

 

the dynapack can apply as much or little of a load as desired in any gear, its not spinning a drum with an exact weight. we can lock it up at 3500rpm and simulate driving up a steep hill. we have never seen much of a difference switching between 3rd and 4th gears on most cars.

lets face it i still have yet to see a dyno of these SS/TC cars aftermarket turbos that claim to spool up at 3k-3400 actually do it on a dyno. the cam timing helps a bit but not as much as others have said.

good luck with the development. these motors can handle it.

 

thanks for the post! how is you car doing? I am thinking about doing your manifold. I have tried cam timing and no one can verify what the number within the tables are doing as far as cam phase. nor can anyone say what the max amount you can do within those tables and not run into problems. so for now its stock.

 

DUdE, what in the FLYING ****! is going on!

 

check out my sale thread https://www.cobaltss.net/forums/show...99#post3542999

 

All that work...

...I'd pick up more parts off of you... but I've got most everything I need already.

 

thanks! I know its been a lot of work but everything is working great now 400+ feels pretty good but I'm also a die hard dirt fan. I am going to continue to work on making the car faster on the near stock setup. But I got to fund my racing.

 

i am convonced, i started a thread asking about the 400+ whp LNF's, glad to know it can be done without having to replace the entire car, and that the injectors aren't an issue, i'm interested in knowing how the car holds up in the long run

A++ on your build dude

the question is, what color can i find

 

thanks! I am still going to be on the forums but just a slower mid-upper 12 version....

 

this is COMPLETELY false.

 

X1000.
Boostking was running a 6.5 mS injection time when his injection window was less than 5mS. He was using meth to help, but that will only do so much. We need bigger injectors. I want to be able to rev my car to 8000 RPMs. With valvetrain upgrades and a bigger turbo of course.

 

sounds like you want a honda!

 

Nope. You do not need a Honda to rev that high. Ask Area47 how high his TVS SC revs.

 

So this means that there IS injector issues? and if there are what kind of issues will that cause?

 

we're not reving to 11k lol we're reving to 8k lol

 

thats too damn high lol.

 

holy horsepower batman! congrats on the numbers man. im going to brian tonight to dyno my car to get a baseline before i start on my car

 

When you rev above 6500 RPM or so the injectors no longer have enough time to inject the necessary amount of fuel in to keep the A/F ratio where it needs to be. The computer tells the injectors to spray for longer and so the injection cycle carries over into the compression stroke. That wets the heck out of the piston and causes the combustion flame propegation to go to hell. Basically the motor breaks up and runs like crap and power falls off badly no matter what you have in the way of mods.

No, It not like you will really need to rev that high to make good power like a Honda but it would be nice to hear a GT37R equipped LNF singing to 8K. That would sound so sweet. The LNF is such a smooth sophisticated feeling motor it just begs to be reved and never sounds like it is working hard.