info on cams
05-15-2008, 10:30 AM
#51
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
*sigh*
Yes... using 110 they are the right ones...
The ones posted before were also the right ones... but not for our engines.
Instead of looking up the EVO numbers, I just looked at the DSM spec sheet sitting on my hard drive.... much simpler and quicker in order to get the point across, considering I have stuff to do at work.
Yes... using 110 they are the right ones...
The ones posted before were also the right ones... but not for our engines.
Instead of looking up the EVO numbers, I just looked at the DSM spec sheet sitting on my hard drive.... much simpler and quicker in order to get the point across, considering I have stuff to do at work.
They still were not correct even using DSM lobe seperation angle. You did the math on the opening and closing points @ 1mm and not advertised like I originally stated. The spec card you quoted is correct but your math on overlap and LSA is not...you posted lobe seperation angles in excess of 130 degrees and overlap in the single digits.
Overlap using your centerlines and info on DSM cams:
264/264 -> {[(264+264)/4]-110}*2 = 44 degrees overlap
272/272 -> {[(272+272)/4]-105}*2 = 62 degrees overlap
264/272 -> {[(264+272)/4]-106}*2 = 56 degrees overalp
272/264 -> {[(272+264)/4]-110}*2 = 48 degrees overlap
Ouch, happen on the track or on the street if you don't mind me asking?
Last edited by Witt; 05-15-2008 at 10:33 AM. Reason: Automerged Doublepost
05-15-2008, 10:45 AM
#52
Rent me! per hour
Join Date: 03-22-07
Location: Still fixing others mistakes.
Posts: 24,185
Likes: 0
Received 20 Likes
on
14 Posts
back story.
the 264 intake and 272 exhaust dsm set up was to help the smaller turbo guys get more top end pull. also they wouldn't have to dick with the idle to prevent the idle surge issue and other things here and there. not as much power as a straight 272. a smidge more than a straight 264.
i hate math. cereal.
the 264 intake and 272 exhaust dsm set up was to help the smaller turbo guys get more top end pull. also they wouldn't have to dick with the idle to prevent the idle surge issue and other things here and there. not as much power as a straight 272. a smidge more than a straight 264.
i hate math. cereal.
05-15-2008, 10:56 AM
#53
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
back story.
the 264 intake and 272 exhaust dsm set up was to help the smaller turbo guys get more top end pull. also they wouldn't have to dick with the idle to prevent the idle surge issue and other things here and there. not as much power as a straight 272. a smidge more than a straight 264.
i hate math. cereal.
the 264 intake and 272 exhaust dsm set up was to help the smaller turbo guys get more top end pull. also they wouldn't have to dick with the idle to prevent the idle surge issue and other things here and there. not as much power as a straight 272. a smidge more than a straight 264.
i hate math. cereal.
This is why I said to reduce the intake cam as reducing the exhaust cam duration limits top end airflow while still giving poor low end with the larger intake cam. With the exhaust side longer than the intake, you help uncompressed exhaust scavenge but still exhibit good low end torque since the higher duration intake cam that allows compressed air to ingest is not needed. With the HKS Evo grind the overlap would be the same on both cam setups no matter the combination.
05-15-2008, 11:08 AM
#54
Rent me! per hour
Join Date: 03-22-07
Location: Still fixing others mistakes.
Posts: 24,185
Likes: 0
Received 20 Likes
on
14 Posts
srsly
This is why I said to reduce the intake cam as reducing the exhaust cam duration limits top end airflow while still giving poor low end with the larger intake cam. With the exhaust side longer than the intake, you help uncompressed exhaust scavenge but still exhibit good low end torque since the higher duration intake cam that allows compressed air to ingest is not needed. With the HKS Evo grind the overlap would be the same on both cam setups no matter the combination.
This is why I said to reduce the intake cam as reducing the exhaust cam duration limits top end airflow while still giving poor low end with the larger intake cam. With the exhaust side longer than the intake, you help uncompressed exhaust scavenge but still exhibit good low end torque since the higher duration intake cam that allows compressed air to ingest is not needed. With the HKS Evo grind the overlap would be the same on both cam setups no matter the combination.
i enjoy the fact when something gets technical on here. only about 5 people actually post about it.
there is a downfall to the evo grinds in our engine. i have found it. others have as well. the numbers don't show it. however comming up with 130 degree's is way out there
05-15-2008, 11:14 AM
#55
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
05-15-2008, 11:19 AM
#56
Senior Member
Join Date: 09-05-07
Location: Sasebo Japan
Posts: 10,662
Likes: 0
Received 0 Likes
on
0 Posts
yepo, in a nut shell.
i enjoy the fact when something gets technical on here. only about 5 people actually post about it.
there is a downfall to the evo grinds in our engine. i have found it. others have as well. the numbers don't show it. however comming up with 130 degree's is way out there
i enjoy the fact when something gets technical on here. only about 5 people actually post about it.
there is a downfall to the evo grinds in our engine. i have found it. others have as well. the numbers don't show it. however comming up with 130 degree's is way out there
05-15-2008, 11:22 AM
#57
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
not everyone enjoys hearing from everyone else how wrong theyare whenthey know they arent when they post technically **** like in the intake manifold thread..its very hard posting information that helps with these cars when people that dont even plan on do said mod argue that fact that u dont NEED it...
05-15-2008, 11:23 AM
#58
Senior Member
Join Date: 09-05-07
Location: Sasebo Japan
Posts: 10,662
Likes: 0
Received 0 Likes
on
0 Posts
thats for sure...if people cant discuss it, they insult the person trying to benefit
05-15-2008, 11:28 AM
#59
Rent me! per hour
Join Date: 03-22-07
Location: Still fixing others mistakes.
Posts: 24,185
Likes: 0
Received 20 Likes
on
14 Posts
not everyone enjoys hearing from everyone else how wrong theyare whenthey know they arent when they post technically **** like in the intake manifold thread..its very hard posting information that helps with these cars when people that dont even plan on do said mod argue the fact that u dont NEED it...
witt. the cams of win
05-15-2008, 11:32 AM
#61
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
Area47 tried having a set machined with a flange so they wouldn't slip but lifter-bore clearance inhibited their use.
05-15-2008, 05:07 PM
#63
AT the track... in the burnout box. The Track official was waving me forward... then gave me the thumbs up. I did my burnout in 1st... when I let out of the gas... it sounded like a Hail Storm under my hood. The car wouldn't move then. I thought (and Hoped) it was axles. I was wrong.
Later on, I had a friend tell me that the official stopped me about 2 ft before the burnout box. So I'm thinking that either a roll pin just decided to fall out... or that I got WAY too much traction, which is what I think happened, considering how much VHT was on the ground from the Slick cars running for the previous 3 hours.
https://www.cobaltss.net/forums/problems-service-maintenance-69/usmcfieldmp-vs-f35-tranny-107667/ Pics are in post...32 or something
Later on, I had a friend tell me that the official stopped me about 2 ft before the burnout box. So I'm thinking that either a roll pin just decided to fall out... or that I got WAY too much traction, which is what I think happened, considering how much VHT was on the ground from the Slick cars running for the previous 3 hours.
https://www.cobaltss.net/forums/problems-service-maintenance-69/usmcfieldmp-vs-f35-tranny-107667/ Pics are in post...32 or something
05-15-2008, 06:48 PM
#66
Rent me! per hour
Join Date: 03-22-07
Location: Still fixing others mistakes.
Posts: 24,185
Likes: 0
Received 20 Likes
on
14 Posts
should!
well, not exactly. a few things in the pic are different.
i was staring at the pic and trying to figure out where the 130 degree's came from
::shrugs::
well, not exactly. a few things in the pic are different.
i was staring at the pic and trying to figure out where the 130 degree's came from
::shrugs::
05-15-2008, 08:13 PM
#67
Senior Member
Join Date: 10-01-06
Location: Maidstone, SK
Posts: 5,134
Likes: 0
Received 0 Likes
on
0 Posts
not everyone enjoys hearing from everyone else how wrong theyare whenthey know they arent when they post technically **** like in the intake manifold thread..its very hard posting information that helps with these cars when people that dont even plan on do said mod argue the fact that u dont NEED it...
For example, one person talks about valve overlap, the next person assumesyou mean lobe overlap, and gets all sandy vagina on you about it.
It's **** like that, why I've deleted most of the technical stuff I've ever put on this forum. If people want to start making assumptions on my behalf, I'll stop posting stuff.
The other thing, is when people get all hard headed about stuff, and when there's an alternative they, again, get all sandy vagina instead of asking people to explain.... then again, i can't really blame them... how many people will actually take the time out of their busy day to reply to a PM?
So, **** it... I'm down shifting into An0 mode, and gonna lurk and laugh for a bit.... answer a few PM's and stuff.... maybe while I'm lurking someone can post a how to for "keeping your cooter clean".
05-16-2008, 03:49 AM
#68
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
Edit: other than the exhaust and injectors.
05-16-2008, 04:27 AM
#69
Senior Member
Join Date: 05-17-07
Location: Ft. Hood
Posts: 476
Likes: 0
Received 0 Likes
on
0 Posts
the ss/sc has a f35 trans right? then whats a f35 mu3?
05-16-2008, 04:44 AM
#70
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
F35 is actually a model number based off torque rating (350 newton*meters). The MU3 is an RPO code. Multiple transaxles can have the same model number but can also have different final drives, revisions, etc. The MU3 is an identifier on that specific type of transaxle and usually any further revisions or changes will be designated with a new RPO though this isn't always the case.
05-16-2008, 05:19 AM
#71
Senior Member
Join Date: 05-17-07
Location: Ft. Hood
Posts: 476
Likes: 0
Received 0 Likes
on
0 Posts
F35 is actually a model number based off torque rating (350 newton*meters). The MU3 is an RPO code. Multiple transaxles can have the same model number but can also have different final drives, revisions, etc. The MU3 is an identifier on that specific type of transaxle and usually any further revisions or changes will be designated with a new RPO though this isn't always the case.
05-16-2008, 10:28 AM
#73
Rent me! per hour
Join Date: 03-22-07
Location: Still fixing others mistakes.
Posts: 24,185
Likes: 0
Received 20 Likes
on
14 Posts
winna!
dunno. i got nothin
here is your chance to explain your reasoning behind it all.
i wasn't "bashing" i however was looking at the numbers funky
Last edited by Area47; 05-16-2008 at 10:28 AM. Reason: Automerged Doublepost
05-16-2008, 11:20 AM
#75
Senior Member
Join Date: 03-03-06
Location: Pittsburgh, PA
Posts: 4,958
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Omega_5
Again with the not reading...
And again this the sand...
And again this the sand...
[ ] dum
[ ] jay
[ ] shtewpit
check all that apply
The MU3 was used in all SS/SCs from the factory.
Last edited by Witt; 05-18-2008 at 03:12 AM. Reason: Automerged Doublepost