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Author Topic: 6/1 camshaft  (Read 15804 times)

kyradawg

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6/1 camshaft
« on: January 09, 2006, 05:08:26 PM »
Peace&Love, Darren
« Last Edit: August 03, 2006, 06:56:42 PM by kyradawg »
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SHIPCHIEF

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Re: 6/1 camshaft
« Reply #1 on: January 09, 2006, 09:03:22 PM »
12"
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Ashwamegh 25/2 & ST12
Lister SR2 10Kw 'Long Edurance' genset on a 10 gallon sump/skid,
Onan 6.5NH in an old Jeager Compressor trailer and a few CCK's

kyradawg

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Re: 6/1 camshaft
« Reply #2 on: January 09, 2006, 09:05:59 PM »
Thanks brother Im on the case!
« Last Edit: August 03, 2006, 06:57:06 PM by kyradawg »
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n2toh

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Re: 6/1 camshaft
« Reply #3 on: January 09, 2006, 10:06:34 PM »
Quote from: kyradawg on January 09, 2006, 05:08:26 PM
Hey yall whats happening? Im trying to design a new cam profile for forced induction applications due to the excessive overlap of the standard profile. Im trying to figure out the dynamic compression ratio so I can get a better grip on the valve events. But I dont know what the rod stroke ratio is so I cant figure where the piston is in relation to the crankshaft in degrees of rotation. So if anyone knows the length of the connecting rod or even just the piston pin height (ill extrapulate) PLEASE let me know. Peace&Love, Darren

Darren

You may want to setup the engine to use the miller cycle if the dynamic compression gets too high.
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Reno Speedster

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Re: 6/1 camshaft
« Reply #4 on: January 10, 2006, 01:51:15 AM »
Hey, not to wander too far off topic but I sure would love to have a source for an American made stock camshaft for the lister.  Its the one part that I don't have a lot of faith it on my engine.  It may be misplaced but I wonder what the thing is actually made out of. 


Morgan
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Doug

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Re: 6/1 camshaft
« Reply #5 on: January 10, 2006, 02:26:10 AM »
Scrap ships, domesticaly produce Iron ore, fine Indian craftmanship and a whole lot of blind faith.

Doug
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kyradawg

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Re: 6/1 camshaft
« Reply #6 on: January 10, 2006, 07:04:31 PM »
  Peace&Love, Darren
« Last Edit: August 03, 2006, 06:57:33 PM by kyradawg »
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GerryH

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Re: 6/1 camshaft
« Reply #7 on: January 10, 2006, 09:46:19 PM »
Hi kyradawg,
How does this affect BSFC? I am all for mor power, but I want economy as well.

Gerry
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kyradawg

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Re: 6/1 camshaft
« Reply #8 on: January 10, 2006, 11:38:53 PM »
 Peace&Love, Darren
« Last Edit: August 03, 2006, 06:58:00 PM by kyradawg »
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GerryH

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Re: 6/1 camshaft
« Reply #9 on: January 11, 2006, 01:43:52 AM »
Ok kyradawg,
It makes sense. I was thinking about the older Ford 360's. We used to retard the cam one tooth on the crank and reset the distributor, and it made gobs of power. The boys with the lightbulb figure out in the 1972 era that you could get a better pollution control if you opened the exhaust half way down the stroke, and threw a flame into the exhaust.
I am going to be tearing into my PS engine soon, and am wondering if there is an index mark that can be used for TDC on the camshaft. I could set up the rotary table on the mill with the shaft between centres and drill these holes easily. I would use a fresh piece of shafting though.
With less valve overlap the intake would stay clean of tar that usually collects in it.
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kpgv

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Re: 6/1 camshaft
« Reply #10 on: January 11, 2006, 02:22:34 AM »
I ran a restricted racing class that required a "stock" cam profile (duration & lift), and event (lobe displacement (overlap)).
Cam timing vs. crank was "free".
Advancing, or retarding the cam w/ respect the crank moved around the "torque curve".
Advancing the cam (intake valve opens sooner and closes sooner)  moved the torque curve down in the RPM range.
Retarding the cam (intake valve opens later and closes later) moved the torque up in the RPM range.
The engine never made more power, (torque), but one could adjust this to make the most power in the most useful range.
We used "offset" crank gear keys to do this. Four degrees was the max useful.
Putting the cam in in of these one tooth off is eight degrees. Probably TOO much.
Remember that there is not a lot of leeway with regard to valve to piston clearance at TDC.
If you decide to mess with the cam or timing thereof, check the valve to piston clearance carefully BEFORE trying to START.

Kevin

 
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kyradawg

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Re: 6/1 camshaft
« Reply #11 on: January 11, 2006, 02:27:08 AM »
. Peace&Love, Darren
« Last Edit: August 03, 2006, 06:58:37 PM by kyradawg »
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n2toh

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Re: 6/1 camshaft
« Reply #12 on: January 11, 2006, 02:31:42 AM »
Quote from: kpgv on January 11, 2006, 02:22:34 AM
I ran a restricted racing class that required a "stock" cam profile (duration & lift), and event (lobe displacement (overlap)).
Cam timing vs. crank was "free".
Advancing, or retarding the cam w/ respect the crank moved around the "torque curve".
Advancing the cam (intake valve opens sooner and closes sooner)  moved the torque curve down in the RPM range.
Retarding the cam (intake valve opens later and closes later) moved the torque up in the RPM range.
The engine never made more power, (torque), but one could adjust this to make the most power in the most useful range.
We used "offset" crank gear keys to do this. Four degrees was the max useful.
Putting the cam in in of these one tooth off is eight degrees. Probably TOO much.
Remember that there is not a lot of leeway with regard to valve to piston clearance at TDC.
If you decide to mess with the cam or timing thereof, check the valve to piston clearance carefully BEFORE trying to START.

Kevin

 

Something to keep in mind, if you clock the camshaft you are also changing the fuel injection timing. Something that will not happen with a new cam.
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kyradawg

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Re: 6/1 camshaft
« Reply #13 on: January 11, 2006, 02:33:59 AM »
KPGV, Thanks! for pointing out that I had swapped advanced & retarded on the lobe description I have since corrected it. Peace&Love, Darren
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kyradawg

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Re: 6/1 camshaft
« Reply #14 on: January 11, 2006, 02:36:06 AM »
. Peace&Love, Darren
« Last Edit: August 03, 2006, 06:59:14 PM by kyradawg »
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