Flyinhillbilly
The great cornholio
Clearly
[PAFR]: Camshaft Edition.
- Thread starter FreeRunner15
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Clearly
Flyinhillbilly
The great cornholio
High lift cams might need shorter pushrods and probably Cr-Mo.
Get the Cr-Mo Cut to length ones and let me know how they work.
Did you forget who you're dealing with? ALL pushrods are cut (or weld) to length for this guy. I really hope this is just the most epic troll job ever.
chancer
ɔ ɥ ɐ u ɔ ǝ ɹ
That was what Poboy said 6 or 8 months ago! Unfortunately Nope
Unfortunately not
Jrgunn5150
Rudderless
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It's all real, check his youtube channel I thought the same thing lol.
FreeRunner15
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So my head is in the it's right mind of common sense.
I SHOULD use the governor hole(perhaps make it bigger) to route the crankcase pressure into the valve cover OR a catch can.
Found a thread somewhere someone was running a .360 lift and had the same issues i've encountered and he had to vent his crank case due to blow-by issues.
I know this site probably shouldn't be the place to post advanced engine tuning stuff like this but I am anyway.
Here. Have a picture of my stock exhaust port: i will be doing a mild port.
Added: This is a lot more work than just throwing a high lift camshaft in there.
I SHOULD use the governor hole(perhaps make it bigger) to route the crankcase pressure into the valve cover OR a catch can.
Found a thread somewhere someone was running a .360 lift and had the same issues i've encountered and he had to vent his crank case due to blow-by issues.
I know this site probably shouldn't be the place to post advanced engine tuning stuff like this but I am anyway.
Here. Have a picture of my stock exhaust port: i will be doing a mild port.
Added: This is a lot more work than just throwing a high lift camshaft in there.
bob58o
SuckSqueezeBangBlow
Good plan with the gov hole.
Very advanced stuff.
Very advanced stuff.
Poboy kartman
Senior Moments Member
Should be low enough in the block to get a steady oil supply to lubricate the hoses.
Bbqjoe
Banned
I'd think while you're there, a good boring and a larger piston would be in order.
FreeRunner15
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It's nice to know the engine could feed oil to a turbocharger on its own through the engines' oil-drain hole.
It just takes some thinking on how to return the oil from the turbo without pressure being pushed through the turbo's oil-return line.
Would love to. but Limited funds.
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https://www.youtube.com/watch?v=_TNzSKUk1VE&feature=youtu.be
Was it you in my other thread that said something about the "dreaded alien goo" coming from my engine? lol
Just making sure we remember "eahother", err, i mean **takes sip of water due to dehydration** eachother.
---------- Post added at 02:03 AM ---------- Previous post was at 01:54 AM ----------
This is gonna be so awesome. Spinning the tires whenever I want to in the low-end power curve.Drifting power? Oh yeah. If the TAV30 can handle it.
Poboy kartman
Senior Moments Member
Dr. FreeRunner....please explain what hairbrained theory and faulty measuring indicators you have used to determine 11:1 compression ratio?
And how adding lift to a cam can raise CR? I call BS.
But...this is probably no surprise to this forum.
Edit: I forgot:
And how adding lift to a cam can raise CR? I call BS.
But...this is probably no surprise to this forum.
Edit: I forgot:
FreeRunner15
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In case anyone was wondering how the compression reads so high the reason is due to:
Valve closing sooner due to very high lift and lack of duration thus building compression earlier.
Plus the small amount of cam lobe overlap (LSA.)
Ported exhaust (blurry pic) :
In case you can't tell the difference, compare how much of the valve seat you can see. Big difference.
Valve closing sooner due to very high lift and lack of duration thus building compression earlier.
Plus the small amount of cam lobe overlap (LSA.)
Ported exhaust (blurry pic) :
In case you can't tell the difference, compare how much of the valve seat you can see. Big difference.
Poboy kartman
Senior Moments Member
Ok...so let's review....I'm sorry....I forgot...I can only ask one question at a time or simple minds get confused....
So let's start with your build details. I don't recall a stroker crank...a head change...a CC head measurement or a rebore....so how did you determine static CR?
Basically...what I'm seeing is you should still be right around stock?
EDIT: If you've done any of those...refresh our collective memories.
---------- Post added at 10:17 AM ---------- Previous post was at 09:59 AM ----------
Soooo....while you scramble to Google and YouTube just to figure out what I just said....
Allow me to continue to school the "expert" in terms even us "beginners and most people" can understand.
So...without said modifications...you should be around stock...which I don't know right off the top of my head...but is probably around 8 or 9:1 .
---------- Post added at 10:27 AM ---------- Previous post was at 10:17 AM ----------
Sooo...let's continue on....
CR of any kind cannot be measured by compression...
Secondly....static CR cannot be altered by valve timing events...either by lift, duration, or lobe separation. Only dynamic compression.
BUT!!! The simple fact is: dynamic compression CANNOT exceed Static Compression....
Soooo....care to explain to us "beginners and most don't knows" how you got to 11:1?
---------- Post added at 10:41 AM ---------- Previous post was at 10:27 AM ----------
BTW: For you "beginners" and FreeRunners...I'll explain the difference between Static CR and Dynamic....and why it cannot exceed Static and why valve timing can only effect it.
Static Compression is measured by dividing the complete swept volume of the cylinder from dead BTDC to TDC by the head volume.
Obviously, simple logic dictates that the intake valve cannot open at BTDC or exhaust scavenging would be compromised...and it cannot close at that point either...so...NO MATTER what...dynamic CR can only be a portion of Static.....
Dropping mic and walking away....whistling....
So let's start with your build details. I don't recall a stroker crank...a head change...a CC head measurement or a rebore....so how did you determine static CR?
Basically...what I'm seeing is you should still be right around stock?
EDIT: If you've done any of those...refresh our collective memories.
---------- Post added at 10:17 AM ---------- Previous post was at 09:59 AM ----------
Soooo....while you scramble to Google and YouTube just to figure out what I just said....
Allow me to continue to school the "expert" in terms even us "beginners and most people" can understand.
So...without said modifications...you should be around stock...which I don't know right off the top of my head...but is probably around 8 or 9:1 .
---------- Post added at 10:27 AM ---------- Previous post was at 10:17 AM ----------
Sooo...let's continue on....
CR of any kind cannot be measured by compression...
Secondly....static CR cannot be altered by valve timing events...either by lift, duration, or lobe separation. Only dynamic compression.
BUT!!! The simple fact is: dynamic compression CANNOT exceed Static Compression....
Soooo....care to explain to us "beginners and most don't knows" how you got to 11:1?
---------- Post added at 10:41 AM ---------- Previous post was at 10:27 AM ----------
BTW: For you "beginners" and FreeRunners...I'll explain the difference between Static CR and Dynamic....and why it cannot exceed Static and why valve timing can only effect it.
Static Compression is measured by dividing the complete swept volume of the cylinder from dead BTDC to TDC by the head volume.
Obviously, simple logic dictates that the intake valve cannot open at BTDC or exhaust scavenging would be compromised...and it cannot close at that point either...so...NO MATTER what...dynamic CR can only be a portion of Static.....
Dropping mic and walking away....whistling....
chancer
ɔ ɥ ɐ u ɔ ǝ ɹ
But does the engine still Smoke like a cold Cat Diesel?
Poboy kartman
Senior Moments Member
He's got that figured out....by tapping into the gov hole....the crankcase pressure will empty the crankcase oil out.......no oil....no smoke.....GENIUS!!!!
chancer
ɔ ɥ ɐ u ɔ ǝ ɹ
FreeRunner15
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You make a good point. I didn't think advancing the cam by 1 tooth would make that big a difference. What is it, like 2 degrees? maybe 4?
Anyways I have 12:1 static.
I still have the intake side to port. I guess i'll do a compression test before I start the engine in that video.
It does still smoke a bit but not nearly as much with the crankcase plugged.
Flames:
Anyways I have 12:1 static.
I still have the intake side to port. I guess i'll do a compression test before I start the engine in that video.
It does still smoke a bit but not nearly as much with the crankcase plugged.
Flames:
Poboy kartman
Senior Moments Member
You make a good point. I didn't think advancing the cam by 1 tooth would make that big a difference. What is it, like 2 degrees? maybe 4?
Anyways I have 12:1 static.
I still have the intake side to port. I guess i'll do a compression test before I start the engine in that video.
It does still smoke a bit but not nearly as much with the crankcase plugged.
Flames:
Ummm....I call double BS....please refer us to the posts containing those engine mods that give you a 12:1 static CR. I hear your gums flapping but it just smells of methane.
chancer
ɔ ɥ ɐ u ɔ ǝ ɹ
Dont be stingy! Show us your Videos. Why di I have to search them out?
Flames and a running engine at 6:20
https://www.youtube.com/watch?v=_TNzSKUk1VE
Flames and a running engine at 6:20
https://www.youtube.com/watch?v=_TNzSKUk1VE
FreeRunner15
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