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

culberro said:
So I know this would totally throw a curveball at your documentation, but what if you measured the cams at zero lash. You can set a weak coil spring over the original spring if it's a complete head.
Then you get the fulllllll picture of how the cam works vs using a standard valve lash, and if someone runs 0.25mm lash you'll know what the duration change is. You also don't have to mess around with valve lash.

Just saying.
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yeah that's the way I measured the one time I did it, I run like .010-.012" lash.

I have a spare 14.7mm Kyrk cam but don't want to ship it, maybe if I'm ever out that way.. I also have an RSI Stage 3 cam with one bad lobe that I'm just going to throw away with scrap metal do you have any use for it?
 
Your results may vary.

No one runs enough compression to be extending their cam timing. If they are running that much compression, they shouldn't be using a cam featured here.

Plus, extending your cam timing on the ramps? Mmmm I'm not sure, man.
 
shoestring said:
Your results may vary.

No one runs enough compression to be extending their cam timing. If they are running that much compression, they shouldn't be using a cam featured here.

Plus, extending your cam timing on the ramps? Mmmm I'm not sure, man.
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Tightening up the lash on the ramps is easier on the valve train vs using the loose OE lash. You can often increase valve train stability and longevity just by tightening up the lash. Volvo uses lash spec that is common on a tractor or industrial engines that don't ever get checked/adjusted. If you're doing regular maint' running tight lash isn't an issue at all. Bonus, the valvetrain gets SO MUCH QUIETER.
 
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Question for all you cam experts:
I'm currently running a stock cam in my '90 240. I plan to slap in a B cam; and I want to avoid adding shims if they aren't needed. If I don't hear any valve train noise at a cold idle, and my clearances check out on my current cam, do I need to shim after putting in the B cam? In other words, are the off-lobe clearances the same on all cams? I'm guessing they are, but I'm not sure.

Trying to throw this thing in as quickly as possible while maintaining good reliability, it's my one and only vehicle and I drive it daily. Any info would be much appreciated.
 
aveswagwagon said:
Question for all you cam experts:
I'm currently running a stock cam in my '90 240. I plan to slap in a B cam; and I want to avoid adding shims if they aren't needed. If I don't hear any valve train noise at a cold idle, and my clearances check out on my current cam, do I need to shim after putting in the B cam? In other words, are the off-lobe clearances the same on all cams? I'm guessing they are, but I'm not sure.

Trying to throw this thing in as quickly as possible while maintaining good reliability, it's my one and only vehicle and I drive it daily. Any info would be much appreciated.
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Get ready for the possibility of some shim swapping. The lobe diameters are pretty consistent, but every now and again you'll have an outlier.
If you have a pair of measuring calipers, you can measure the base diameter of each lobe and then compare them before you swap.
 
culberro said:
Tightening up the lash on the ramps is easier on the valve train vs using the loose OE lash. You can often increase valve train stability and longevity just by tightening up the lash. Volvo uses lash spec that is common on a tractor or industrial engines that don't ever get checked/adjusted. If you're doing regular maint' running tight lash isn't an issue at all. Bonus, they valvetrain gets SO MUCH QUIETER.
Click to expand...

What lash specs would you recommend?
 
I have a question about cam timing and dynamic compression ratio.

If I wanted to increase the dynamic compression ratio of an engine (for better off boost performance, less lag), how would I choose a camshaft which aids in doing so? Is it the timing of the closing of the inlet valve on the compression stroke?

I am interested in finding ways of reducing turbo lag and thought about that.
 
Yes, you would close the intake valve sooner (fewer degrees after BDC). Just a few degrees can make a significant difference, so be careful, and remember that while the numbers listed here are very accurate, they aren't PERFECTLY accurate.
 
Thank you for that

So on your chart, the camshaft with the lowest number of ° ABDC would also correspond to being able to generate the highest dynamic compression?
 
Thanks for that.

It looks like the T cam generates the highest compression (57° ABDC inlet valve closes)

I might have to try a T cam in my NA 240 (M cam)
 
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