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We measured Redblock cam valve events; here's what we got.

mertz said:
Does anyone have any insight into it?
Click to expand...
It shares the same advertised duration and lift figures as a K, it only mentions intake centerline. It also doesn't really tell you what the ramp is like. I find it kinda interesting they go out of their way to say there is not enough camshafts in this range and then make a 270/270 @ ,5mm with 12mm of cam lift installed at a 110° ICL.

I appreciate how they mention a "correctly ported 530".
 
OVERDRIVE said:
It shares the same advertised duration and lift figures as a K, it only mentions intake centerline. It also doesn't really tell you what the ramp is like. I find it kinda interesting they go out of their way to say there is not enough camshafts in this range and then make a 270/270 @ ,5mm with 12mm of cam lift installed at a 110° ICL.

I appreciate how they mention a "correctly ported 530".
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Thanks for the insight. I had thought it looked like a K cam but appreciate there is only a partial picture to work from with the supplied data.

The box had the original suppliers label blacked out so I wonder if it is as custom as it claimed. I have however, seen rave reviews of this cam in Scandinavia.

They are big on ported 530's for street use, doing the whole exhaust valve fitting down the intake port trick.
 
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It's based on the t5 camshaft from the group a cars.
It's designed by user Batland on the Norwegian volvo car forum and ground by KM Cams in Norway i believe. You have to use an adjustable cam gear or adjust your original cam gear because putting it "straight up" will only give you like 1.5mm? of lift @tdc.

The exhaust valve as a guide for the intake port is also Batlands trick/invention, it works great, and makes it possible for everyone to get good results with the 530 head.
 
I wish everybody used "x" lift at TDC for base cam setting. Using intake valve centerline is difficult at best because it's tough to figure out precisely where max lift is as you go around the nose. The way we do it here is to go around once and find the maximum lift, then go around again as we take our measurements. As we approach max lift, we take the timing reading 0.001" before and the reading 0.001" after and split the difference.

Schoopp said:
You have to use an adjustable cam gear or adjust your original cam gear because putting it "straight up" will only give you like 1.5mm? of lift @tdc.
Click to expand...

Sounds about right with what we've found. Is this on a new blank or a regrind?

Someone with more insight please chime in and explain the retard ground into these please.
 
Schoopp said:
The exhaust valve as a guide for the intake port is also Batlands trick/invention, it works great, and makes it possible for everyone to get good results with the 530 head.
Click to expand...
I like to use the intake valve diameter as a guide for the exhaust. 44mm min diameter or GTFO 🙃

In all seriousness, the exhaust valve as a guide does get you into a good spot.
 
Speaking of cam lash, I'm getting ready to set them on my A cam tractor engine..... from memory and discussions with Tom Fritz, he recommended about .012" I, and .014" E. Just skimmed this entire thread... I know the author used .015" as his baseline, but it appears certain that the OE used that lash for idle emissions. My state/county (semi-rural) does not currently perform exhaust testing.

I'm planning to stay with the StealthFTi recommendation, unless I hear otherwise from you SOHC sages. Thanks for all the work in this thread, illuminating.
 
I guess the answer is...it depends. It doesn't show up with the A cam, but if you look at the Volvo K-zero lash card, increasing or decreasing your valve lash by 0.001" decreases or increases your seat-to-seat timing by about 4 degrees. We've done a couple cams this way and the result is pretty much the same. I also looked at cam timing figures at 0.050" if you vary the valve lash and found it makes pretty much no difference at all, MAYBE 2 degrees from widest to smallest lash. Not worth talking about.

If it were me doing this, I would time my cam so that I get a dynamic compression ratio of about 8.25-8.5:1, but I overthink things in this way.
 
shoestring said:
I wish everybody used "x" lift at TDC for base cam setting. Using intake valve centerline is difficult at best because it's tough to figure out precisely where max lift is as you go around the nose. The way we do it here is to go around once and find the maximum lift, then go around again as we take our measurements. As we approach max lift, we take the timing reading 0.001" before and the reading 0.001" after and split the difference.



Sounds about right with what we've found. Is this on a new blank or a regrind?

Someone with more insight please chime in and explain the retard ground into these please.
Click to expand...

Sorry for the late reply.
I don't own a bsrt5+ camshaft so I don't know. But i believe they are made from new blanks, it does not require lash caps.

If i remember correctly, and only going by forum post i read some time ago, i believe it is due to development reasons. You don't really know what the cam timing wants to be. But after a lot of dyno time and road testing 2.4mm @ tdc for the bsrt5+ camshaft appears to be well suited for most people. I also believe Batland wanted the camshaft ground so it would work with an original cam gear but this proved to be difficult for the camshaft manufacturer or something along those lines

Here is some more information: http://forum.vccn.no/showthread.php?79795-BSRT-oppsettet-B230-Turbo
 
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