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Underbody braces, turbos and more!

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PostPosted: Mon Jan 02, 2006 9:22 pm 
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Thats a good question.
I tried to find a good explanation that I could just copy and paste, but none of them really explained what was going on.
The cams duration, lobe centerline, and lobe phasing (advanced/retarded) all work together to determine a number of things. Among them is the cylinder pressure, or cranking pressure (compression), and RPM range of the motor.
There are number of ways that you can acheive your desired results, whether its high RPM power, or MPG.
Altering the phasing will alter the point relative to crank rotation, (piston position) and increase (advanced), or decrease (retarded) cylinder pressure, and to a similar degree, RPM range, with advancing the cam dropping the RPM band
If you want to consider a cam to be advanced, or retarded, you need first to have a baseline from which to start.
The Metro is timed really late, at 114.
Most street cars are around 110, with most performance cams being setup near 106.
A nimber of Porsches are setup as low 98.
So what is advanced, and what is retarded? Good question.
You have to look at what you have now, what you want to acheive, and how you can do it with what you've got.
The small motor in a big car scenario will always favour less duration, with a lower intake caenterline (advanced).
Since you can achieve similar results by tweaking the individual parameters, you may learn from experience what works beast. In my race motors, I like to run a little too much duration, then pull it back down a bit by running a lower intake centerline. It seems to give the bottom end grunt that I like.
Consider cam phasing as a tuning tool.
For the street metro, wanting MPG, you would think a little less duration, and a little tighter centerline would be about right.
With a typical centerline being around 110, I would think that with a short duration cam, and stock compression, 106-110 would likely give a pretty strong bottom end, and good efficiency in the cruising range.
Did I answer your question?

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PostPosted: Tue Jan 03, 2006 10:42 am 
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Location: Eastern Ontario
yup - thanks again.

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PostPosted: Tue Jan 24, 2006 9:03 pm 
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Suprf1y, I mailed you on 3rd January, few days later send you an e-mail and didn`t get any answer. So I`ll try here... My question is about cams for the 1.3 sohc 16v engine.

1. Do you have acces to distributorless cores? (I guess GhostFaceKillah`s was such one?)

2. Are there any new grinds since June (then two were available)

I hope to get my answer as I didn`t find any other manufacturer of cams for this engine...

Jurek.

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PostPosted: Tue Jan 24, 2006 9:21 pm 
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I thought I emailed you back. Sorry if I didn't.
I can't get cores at this time, but I do have a total of 4 grinds for that motor, from mild, to wild.
If I recall, in June, I only had one.

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PostPosted: Wed Jan 25, 2006 10:04 am 
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That happens :lol: I`d be greatfull if you could e-mail me those 4 grinds timimgs and valve lifting on PM or post them here, as not only me may be looking for your cams :wink: .

Jurek.

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PostPosted: Fri Feb 17, 2006 10:16 am 
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Location: Jamaica, Kingston
hey suprf1y

i have skimmed my gti head twice b4. i took off 0.005" and then 0.007"

will that have any ill effects after i put in the 210/340 cams?


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PostPosted: Fri Feb 17, 2006 4:36 pm 
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The increased compression will only help.

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PostPosted: Sat Feb 18, 2006 2:26 pm 
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well i know that will help

but i was thinking the valve lift might be a problem seeing as how my head is closer to the block now.

would the valves hit the pistons since the pistons are closer (theoretically) and the valves go down further?


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PostPosted: Sat Feb 18, 2006 2:31 pm 
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No

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PostPosted: Tue Feb 21, 2006 2:57 pm 
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Location: Winnipeg
Any word on the specs for the 16V SOHC?

Thanks,

-Steve

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PostPosted: Tue Feb 21, 2006 3:29 pm 
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Mike just posted this for all of us a couple posts up and is now a stickie too. I'm not sure if it's what you are looking for or not.
http://www.teamswift.net/viewtopic.php?t=21867

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