mrbelvedere

iTrader: (3)

Colt Cams - custom camshaft grinding

Spawne32

iTrader: (1)

Never used colt, but I know that kevin over at schnieder cams has alot of experience with GMPP stuff. Ill be getting together with him probably in the spring time to evaluate some new cams for the 2.4.

mrbelvedere

iTrader: (3)

go dig on thier site they do whats called a tri flow where they open one intake valve before the other honda has been doing for a few years now

Spawne32

iTrader: (1)

Hasnt it already been confirmed that triflow has been a gimmick for years? Anyone remember JBP?

Spawne32

iTrader: (1)

Besides, the issue is not re-inventing the wheel with our car's, its the VVT and the centerlines and how they will behave when the cams move with a bigger camshaft. The VVT tables are optimized for the way the stock cams are, changing that profile without changing the VVT tables seemingly screws up the way it works. When I switched to the LNF exhaust cam, even though the profile was very similar, I had to make adjustments to the intake VVT table to actually see those improvements because the exhaust cam centerlines were different from stock. Not as simple as coming up with a profile for say a LSJ.

mrbelvedere

iTrader: (3)

no one confirmed it either way

it would be pointless to swap in bigger cams and think you wouldent have to mess with the vvt tables

as for choices for the 2.4 there is none cam wise no blanks to be had either i may try them and see whats the worse that cam happen i have swap stock cams back in

Spawne32

iTrader: (1)

If you figure out how to adjust the VVT appropriately then by all means, let us know what has to be done, but without spending hours on the dyno redesigning the entire table, its very difficult to know which way to go. Not sure what ZZP had done with their 2.4 cams when they were selling them to make them work effectively with the stock VVT tables, I would assume it was centerline and opening and closing event changes ground directly into the cam itself. I do know from my experience already with the delta regrinds (which were terrible btw and i got a refund) that you will wind up needing the ZZP extended lash adjusters for anything over .415 lift. If you use an LNF exhaust cam you can eliminate that some on the exhaust side, as the LNF exhaust cam is physically larger then the LE5 cam so less needs to be ground to achieve that bigger lift and you wont have as much in the way of lash adjustment issues.

Terminator2

That is neat increased intake air velocity if one opens right before the other. In theory anyway.

Spawne32

iTrader: (1)

It was a big thing in the honda market years back, didnt really net any "extra" gains one way or the other against traditional cams. You will notice in their tech section about how it works they are using a 3 valve head as an example.

Terminator2

Yamaha uses a 5 valve head on a few of their motorcycles. 3 intake valves 2 exhaust valves. I wonder if this will be common soon to have 5-6 valves per cylinder.

TStone

iTrader: (2)

5v is nothing new at all.....

Terminator2

Cars that have 5 valves per cylinder?

Spawne32

iTrader: (1)

Doubt it, cost associated with doing a 5 valve head vs the power increase doesnt really add up to manufacturers. 4 valve heads work perfectly fine for even high power applications.

ItalianJoe1

iTrader: (10)

Audi/VW has done it for years, along with ferrari and some of the other exotics I believe.

mrbelvedere

iTrader: (3)

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