Performance Camshafts

[Two245Turbos]

Just got back from Delta here in Tacoma....Talked to Scott for @ 30 min. on Volvo's...He can get me any stock(T,A,K,M) grinds (Marine also) for a very amazingly low price...Much lower than you see sold here on TB. I told him that I will be bringing in a core exchange sometime next week and the turn around is less than an afternoon. Custom grinds are a little more but still much less than an IPD VX...I told him about the BrickBoard and the performance chasing freaks that we all are and the business we all can bring him. He told me the RICERS( Honda, Acura, Nissan) are already keeping him busy with custom grinds...I will post more next week or so to let you know what I come up with...If anyone wants some info. on this, shoot me an email or PM...
Ron

[z537z]

Sounds pretty cool... Though Dale supplies a darn economical K cam...

If he could put something out like the VX or V15 that'd get more takers I think.

_z

[Two245Turbos]

This price beats Dale's...SORRY DALE! :lol:

[Volv8]

I'd be interested in a vx or v15 although I don't know much about the v15 what are its characteristics? Similar to vx?

[245gti]

[quote:cbb45f0f07]This price beats Dale's...SORRY DALE![/quote:cbb45f0f07]

No worries...I want to know where he gets his blanks though.... If he can sell cams for that cheap, somebody is giving away blanks, or...he is re-grinding stock cams which means a ton of headaches trying to find nice thick shims to set your valve clearances....

I've said this many times before but I'll say it again. From what I can determine the stock Volvo cams were ground from the same blanks meaning the base circle on all cams is identical. This means swapping cams is a simple chore. To gain more lift a cam's base circle must be reduced. This means all the valve shims must be replaced with substantially thicker ones and they're not all that easy to come by.

I'm kind of curious to know how the Enem V15 cams worked out. Did any/everybody need to re-shim? I have a GT6 cam that I'm going to install on one of my cars soon and I'm interested to see how the clearances work out....

[own6volvos]

I was the first to install mine from the first ENEM group buy :wave: We swapped out like 2-3 shims, but the changes were very small and I think they were in need of adjustment already :wink:

[Two245Turbos]

[quote:7265790b46]1. Placing an order: Custom orders are usually taken over the phone. However, we can accept e-mail orders as well as faxes. During the phone conversation, we are able to recommend a camshaft profile to suit your specific needs. We have over 3000 different profiles to choose from; profiles for hydraulic, solid, flat tappet, as well as roller camshafts. We are able to grind everything from a 2 hp. Briggs & Stratton to a Top Fuel Dragster. [/quote:7265790b46]

I got this from their web page...Couldn't really say where they get their blanks...They can regrind and build up ANY cam to ANY profile I'm told...
Dale, I'm not trying to put you out of any business that you have, just trying to provide the performance that we all are thriving for...
Ron

[Bishop]

From what I found out when I did some research into it, is that almost no cam grinders regrind to a smaller base circle anymore, it's considered an outdated and pointless practise.
What they do now is build up the cams with weld or something like that (some do it better than others) then grind them, it's not considered as long lasting or as tough as a original blank ground cam, but should still last a long time.

[own6volvos]

That is just scary. "Yea... in like 2000-150,000 miles the welded extra cam lobes might seperate"

:eek: :freak:

[dl242gt]

A shop that builds up the welds on the lobes would know how to properly harden the lobe again. It was more worth it to buy the enem cam to me. These are ground on new billets according to what Jan told me. When I installed mine all the clearances were within spec. Just loves rpms now.

Best regards,

[Bishop]

That is just scary. "Yea... in like 2000-150,000 miles the welded extra cam lobes might seperate"

:eek: :freak:

Highly unlikely, I know of a lot of classic street and race bikes (blank cams don't exist for a lot of old bikes) with rebuild cams with radical timings that have hung together a very long time.
The worst case scenario I've seen is where the cams just sometimes wear down a little faster than normal.

[240Psycho]

so how much money are we talking about? And does he have blanks?

[mikep]

I'll say this about welded lobes:
If it's a decent core, not some common-ass cast cam, it will be OK if hardened and parkerized properly.
I will trust the factory cams myself, but go for it, and let us know how it goes.

[dl242gt]

Yeah, I'm with Mike. Don't be afraid to experiment on your car for everyones benefit. That's one of the points of us all communicating here.
Or take a proven road that would add to the database of knowledge. Either way it's useful experience.

Wish you well,

[nohbudi]

hey, get him to grind you an H grind, i would love to see how it performs.

[Two245Turbos]

This company is actually renowned in the States for their high quality of work ...They use the latest technology in camshaft manufacturing, grinding and repair...They use whats called "Induction Hardening" of lobes and "Spray Welding" for non-load bearing surfaces that may needed. All cams are phosphate coated with Parco-Lubrite 2 @ 200* F. for 30 mins. Then micropolished...I'll know more next week about the other OEM Volvo grinds that may include "V"... I will post more info. along the way..
Ron

[JonnyScorch]

If they would produce a V15 NA grind I may be interested if the price is right... Keep us posted!

[MikeHardy]

If they would produce a V15 NA grind I may be interested if the price is right... Keep us posted!

and where pray tell do you expect to get the cam data for such a cam. or do you expect jan to just give it up so you can get a cam from somewhere else

[JonnyScorch]

:e-shrug: i said "if" jeesh... What pray tell do YOU suggest... i buy Jans wonderful cam and pay the people who deliver it almost the same amount... :roll:

[240Psycho]

I like the oem V,B,A cams.
so how much money are we talking? im ready to buy

[volvorsport]

the problem with regrinding , is tappet diameter , since youll flick shims out of the bucket because of excessive tappet velocity due to the huge offset when regrinding base circle .

Saying that it depends if the stock cam is mild, or hot . about 1mm of extra clearance can usually be taken up with shims , but sometimes lash caps are necessary . Some specs are available elsewhere , but it really comes down to one of the guys with a V15 to measure the cam in their cars with a DTI so we can have the specs for ourselves , but it doesnt really matter , a good cam grinder would be able to match it anyway .

B230 camshafts are available here in the uk from sources other than volvo for quite cheap , but i dont know what grind that cam comes in , so i may research this a little more . Anyway im going to have a reground cam since my vavles are going to be longer than oe spec , so its not a problem to me !

[Bready]

Couple notes:

VX, and VX3 cams are OEM cams - they are not custom grinds.

V15 cam data/specs should be pretty readily available if one searches this board a bit.

Installed a Phase 2 cam on my NA motor and had to replace a few shims, nothing extraordinary.

JB

[Two245Turbos]

I'll know more next week for sure and will post all info. that I gather...I will check into the "V"& "VX3" cam grinds...If they are readily available, PARTY HEARTY! for TB members...
Ron

[240Psycho]

a very good cam site for volvos.
http://www.geocities.com/iadr1/b21.23cam.page.jump.html
and according to them the vx oem volvo cam is not all that great

[Anonymous]

a very good cam site for volvos.
http://www.geocities.com/iadr1/b21.23cam.page.jump.html
and according to them the vx oem volvo cam is not all that great


Very interesting and helpful....I'll run a copy and let Scott take a look at it and see what I come up with and what he can provide for us...
Ron

[Two245Turbos]

That post was me...Sorry...
Ron

[245gti]

That cam spec site belongs to none other than iadr aka Ian ....a member who posts here regularly. Just giving credit where credit is due....

[nohbudi]

hooray! go ian, seriously tho. that site has helped me alot in my cam searching.

like i said before.... H grind...

[240Psycho]

hooray! go ian, seriously tho. that site has helped me alot in my cam searching.

like i said before.... H grind...
ditto,

[Bishop]

No disrespect to iadr, but don't fully trust the specs on that page, not so long ago I compiled all the spec I found on various diffrent sites, compared them, and when you do the right math to check some of the numbers, they just don't add up right, meaning some specs are wrong.

About the only cam I could come even close to confirming was the VX cam, and even then I think it was off a bit at that site.

My father just bought a VX cam, genine Volvo, and I'm taking it to a cam grinders soon, I plan to get it fully mapped on a thing they call a cam dyno, or doctor, with luck I'll be able to post some very acurate specs on it when I'm done.

[245gti]

[quote:012bc45db7]but don't fully trust the specs on that page, not so long ago I compiled all the spec I found on various diffrent sites, and compared them, when you do the right math to check some of the, they don't add up right, meaning some specs are wrong.[/quote:012bc45db7]

Considering all the specs on that page have been compiled doing similar research to what you did, I'm not surprised things don't match. How can you trust anything but something you measure yourself? It's a compilation of cam specs. Nothing else. I'm sure Ian would love to have tested every cam listed and done the measuring himself but that's not humanly possible. Let's be realistic about it, huh?

[Bishop]

Considering all the specs on that page have been compiled doing similar research to what you did, I'm not surprised things don't match. How can you trust anything but something you measure yourself? It's a compilation of cam specs. Nothing else. I'm sure Ian would love to have tested every cam listed and done the measuring himself but that's not humanly possible. Let's be realistic about it, huh?

Did I hit a nerve?, that's kind of the point I was making, but maybe some day someone will actually be able to post some specs that have actually been mesured properly, but untill then I just did not want some guy to go off and get a cam ground on specs that even you admit could be wrong.

[Bishop]

As for possible and realistic, I should be able to get proper cam profiles done for VX, A, and T within the next year, and if an idiot like me can get them, I don't know why others can't make more of an effort.
:-P

[245gti]

[quote:6dd4235676]Did I hit a nerve?[/quote:6dd4235676]

Not at all. Your post came across as though your findings were right and Ian's were wrong. I was merely pointing out that you both got your specs in similar ways and it's possible neither were right and until someone has the wherewithall to do it themselves, it's the only info we have.

[quote:6dd4235676]I just did not want some guy to go off and get a cam ground on specs[/quote:6dd4235676]

I'm sure someone will correct me if I'm wrong but... I don't think a machinist can grind a cam purely on specs anyways. At least not with the kind of specs we have published. I have a machinist who will regrind cams too but he needs a copy of the profile I want ground before he can do it....

[Anonymous]

May I?

If people want to utilize camshaft copies, that's ok. Reground cams can work; some are good; some are junk.

I would agree with Dale: from the "published" specs, a cam grinder isn't going to be able to copy a camshaft. There is a LOT more to it than lift and duration. Such specs are kinda sorta useable for comparison purposes only, if you are lucky. I have read Ian's compilation of camshaft specs and reviews. It has been rather helpful. Any "errors" or "numbers not adding up" in his list is not of his doing. The different cam suppliers have their proprietary methods of advertising their wares; and some of that involves protecting their precise specs from thievery. And do you really expect someone to give away information that cost them a considerable amount of time and money to research and develop? I sure as hell do not. Their approach, with which I do agree, is that if ya wants to know the specs precisely, then ya gots to spend the money to buy the cam.

Another thing I like about Ian's compilation is the AM cams he listed. That information can be enlightening as to the different approaches and derived results from those cams; and the intended applications for such camshaft dimensions...some serious food for thought.

There is no such thing as "the perfect camshaft" or "the ultimate camshaft". No such critter exists. And it is also true that no camshaft is "the magic pill" that instantly cures all that ails your engine. How can that be? too many variables...

Bishop...I commend your desire and effort to plot out and graph cam profiles. That information can be very helpful and informative, if interpreted, analyzed, and applied correctly. And if you do go to that effort, and post that info; I will appreciatively read it, interpret it, analyze it, and evaluate it for my applications and uses.

I have the capability to do that on the B, M, T, and A cams that I have laying around; but have not felt compelled to do that yet. Why not? The camshaft is the last piece of the puzzle, not the first. You don't build a motor around the camshaft. You choose a camshaft to complement and work with the engine that you built; and for the duties that the engine will be expected to perform. When I have resolved other issues, and finalized other system configurations, then I'll worry about camshaft specs and choices. That is how I see it, anyway. But, to each his own.

I would suggest that this topic should be titled: "camshaft copies may be available". So far, I haven't read any discussion of performance...no disrepect intended.

[Bishop]

My finding were just as wrong as Ian's, and anyone else who has done the internet rounds, I pointed that out when I posted my results a while back.

It seemed that everyone here keep referring everyone else to multiple sites that had cam data, but no one seemed to have coughed up the info yet that half of it may all be very wrong, it seemed no one had taken the time to sit down with a calculator and check any of the figures, I did and was surprised by the results.
Maybe I missed a memo, but if someone knew that before I did, I wish someone had made a post about it, it would have saved me from a rather large headache.

A good cam grinder can make a cam "based" on specs given on the few pages around listing them, but they will be adding their own values to ones not included, I think mainly for things like ramp angle and other stuff I really don't fully understand yet, some of the better cam places will tell you this, others will just hand you back a cam and not tell you, this created problems in the classic bike scene some time back, I'd like to avoid that happening to people here. (it could give some known good Volvo profiles a bad name)

What I do intend to do is get proper maps done of the VX, A, and T cams, I figure someone needs to get around to it one day, so it may as well be me, like I said, I have a VX on the way, my car has an A cam, and my fathers has a T, I plan to copy the VX anyway, so while in process of doing it all I'll get proper full profile maps of all 3 cams, I think it's only like $30 a cam to get them mapped in the "cam doctor" machine.

[Bishop]

[quote:ec25261242]I would agree with Dale: from the "published" specs, a cam grinder isn't going to be able to copy a camshaft. There is a LOT more to it than lift and duration. Such specs are kinda sorta useable for comparison purposes only, if you are lucky.[/quote:ec25261242]

You know I pointed all that out some months back when people were talking about some performance cams and their specs, adding that any cam grinder would have to guess far to many aspects of the cam profiles, people either just ignored what I said, or scoffed at the thought!
:e-shrug:

Maybe I don't have a fast enough Volvo for anyone to pay attention to what I say yet on this board.
:roll:

[MikeHardy]

May I?

The camshaft is the last piece of the puzzle, not the first. You don't build a motor around the camshaft. You choose a camshaft to complement and work with the engine that you built; and for the duties that the engine will be expected to perform. When I have resolved other issues, and finalized other system configurations, then I'll worry about camshaft specs and choices. That is how I see it, anyway.

Ive been expermenting wth cam specs in Dyno2000 and it shows that the camshaft is like the main part in your whole engine. affecting how the whole machine works. other things affect power a little but nothing affects it like a big changes that happen when you make small changes to valve event timings

oh and i did a compare with th eVX cam and the V cam and the V cam was better overall. maybe a little less very low down torque, but then more through out.

[Bishop]

Not to knock Dyno2000, but programs like that often don't reflect real world variables and actual end performance figures.
There are just so many variables you just can't factor into a program like that.
Well, you can, but only when it's like one of the priceless programs that some of the car makers and true motorsport industry use.

Also, cams often are designed to work with/around problems inherent in some engine designs, meaning that often some performance cams can't and don't live up to what they are capable of, because of engine design, and also why often factory spec cams perform better.
But yeah, I agree with stealthfti that the cam is more the last piece of the puzzle when building a powerful engine, because the cam has to be made to suit the motor, and not the motor to suit the cam.

Having said that though, if there is a cam out there that is known to work well, like the VX, I personally think it's worth getting for a kind of no brainer when you just want to throw something in and know it will work well in Volvo engine.

[MikeHardy]

while i'm sure it's not entirely accurate. using the same engine specs and doing a cam comparision the results are quite enlightening

[916volvosport]

:slap: <~ for bishop

[MikeHardy]

:rofl: :rofl: :rofl: :-P

[Anonymous]

Bishop...don't worry about what people think. I don't. But I do try to be respectful, even when I am essentially telling someone to go do nasty things to themselves. That approach has provided much amusement.

I agree that having profile plots for various cams could offer some insight as to why said cams either work well or poorly for a particular use. Go for it.

ravennexus....yes, changing the camshaft will definitely affect engine performance....I did not say otherwise. The camshaft is the unifier, or coordinator, or enhancer, for the various engine systems/components. It is not the center of the universe. The cam either works with what is there already, resulting in a good running engine; or it does not work well with what is there already. The camshaft either assists what is there already to work well, or hinders what is already there from working well. You build an engine for a particular purpose; choosing components and configuring systems to achieve those goals. Then you select a camshaft to work with that engine, and try it. You may have to try several to find what works best with the engine you built. You don't start out by saying I want to build an engine that optimizes "such and such part number" camshaft. That is why I said the cam is the final piece of the puzzle, not the first.

I look at it like icing on a cake. A fine chocolate cake is good in and of itself. The correct icing helps make it tastier. The wrong icing can make an otherwise fine chocolate cake taste bad. If you have an average chocolate cake, a good icing can elevate the taste experience. If you have a chocolate cake made with doggie-doo, the finest icing will not make the doggie-doo taste better. [unless, of course, one has a taste for sweetened doggie-doo]

I have no problem with simulation programs. Some are good; some are less than. The good ones are good ones because they have been compared to real world testing, and are so compared on a continuing basis. A good simulation can save time and effort in determining what does not work. A good sim can also assist in finding what does work, but real world testing helps the final stages of determining what works best. A good sim can help you get to that point faster.

[240Psycho]

http://www.chrysalisinteriors.com/Sussies/sugarlesschoc.jpg
theres your chocolate cake, Maybe we should start another topic? :wink:

I really want to know about rbalt10129 info about the cams,
Im still intererested by the way!

[Two245Turbos]

For all information about Volvo cams, here's the address: www.deltacam.com ...Talk to Scott....See what he can do for 'ya...
Ron

[Captain Bondo]

Hmmm... For myself, I cannot seperate cams an the intake system. I think the stock volvo intakes are all a joke possibly with the exception of the "updraft" NA-kjet manifold. The intake needs to have a functional plenum volume and a runner length that complements the cam. Just another log for the fire.

[slugger89]

yah im interested if i can get the cam cheaper than what it costs from ipd then im down.

[Anonymous]

Ron...thanks for the link; looks like Delta works at producing a quality product.

Delta might have data on the volvo cams that could fill in some of the blanks in the cam specs listings. Perhaps you could ask them about that. Perhaps they might be willing to share some information, without giving away company secrets.

For example: is it true that the A, D, T, and V cams are all 107 degree LSA cams? and that the H and K cams are 109 degree LSAs? And if so, could Delta redo a T cam into an A, D, or V without changing the base circle dimensions?

Anyway, thanks again for the link, and for your efforts.

Cappy, I think you have it reversed. The cam is selected to work with the systems' components you have already chosen....configure the intake etc. for the operating range/powerband you seek, then find a cam that works with the induction system you assembled. The cam meshes with what you have. It doesn't make up for what you don't have; or overcome the deficiencies of what you do have.

I lthink the stock intakes are compromises. Yeah, the updraft B21 intake has a 'plenum' of sorts. At least it is a larger plenum than on the 230 intake. But, the runner arrangement on the 230 intake is a very good layout, in spite of the lack of plenum volume. My calculations indicate that the runners are about 8 inches too short for my purposes. In spite of that, I prefer the layout of the 230 intake over the 21 updraft: the runner pairing is of an optimal design type; a better layout than the 21 updraft......[my log on the fire]....Maybe it is about time for a thread on induction system design?? hint hint....and if you want to start it, that would be fine. I still have work to do for the BP topic; which I am working on.

[iadr]

Sh*te mates.... I'm trying to stay off the site and get caught up in my life, but as the Italian in da movie said "they keep dragging me back in"
Not that no one else has answers, but hey I did get dragged in...

One of the things on my list of "to-do's" is to update the web page. I have saved Bishops collection of dissenting figures as something to look closely at.

Anyway, of importance to Stealth and anyone talking regrinds, of all the specs on there I am most confident of the lobe separation angles. I am least confident of the advance/retard. Some cams I have listed as having notable adv or ret, partly because this explains some figures I've seen that either contradict other figures or do not predict the running characteristics properly. Now with the advance gears in wide circulation, we have even more experience to work with -ie if you advance an already advanced cam, you won't gain much, and vice versa.
I will say that one of the reasons the figures looked "off" is each of the four valve events will numerically change based on advance or retard I've factored in. If you do the math to take the +- out, the charts fall more into line with many other charts.
Also, I have an intro page that keeps getting bypassed. It's: http://www.geocities.com/iadr1/campageintro.html and it gives a slightly wordy idea of how the cam duration totally depends on the checking clearance (maybe I'll use pictures when I freshen it). I used .020", as do most major cam grinders. For that matter, Mike Aaro lists them in his catalog this way (.45mm). Enem is supposed to, but I think their ramp rate must be less aggressive, because a v15 and a k cam don't compare at all like they should.
There has been a lot of accidental misinformation put out... First, by Paul Grimshaw, because his book had the figures flat out wrong and the book was in fairly wide circulation at one point. Whatever... I've never been able to compile a book, and I'm sure it's a huge job, but it wasn't fact checked as well as could have been... Anyway in comparison to his, yep mine are different. Another source of more minor confusion was the test done of swaping cams into a non-intercooled 240 that (I think) is still up on the main page. It was super except for one thing- they said all the tested cams were 114 lsa. They aren't. Everything else about that article is excellent... (Dana/Micheal: keep it available, even though it might seemout of date...)

As far as Dyno2000
and as far as regrinds, check out:

http://forums.turbobricks.com/viewtopic.php?t=10026

http://forums.turbobricks.com/viewtopic.php?t=8915

[iadr]

There's really nothing magic about what the cam grinders do when they duplicate a cam. They measure it and plot lift vs. rotation. The CamDoctor is a jig and/or a suite of software. The problem is accuracy. In skilled hands the following can tell you enough to copy a cam, and it's none too exotic.

http://www3.telus.net/public/iadr/V/tech_other's/homemade_Cam_doctor.jpg

[240Psycho]

i emailed him about volvo cams and he has yet to respond, ill tell you what if anything he says.

[240Psycho]

ok i just got a response and he says that it will cost 65 to get your old cam turned into a more performance cam.
sounds good to me, time to start buying up the m cams at the local scrap

[Two245Turbos]

I was sure that you all would agree that Delta had great prices on cams...I didn't want to post any prices just yet, but since you did...Let's all give them some business..See previous posts for the link to their website.
Ron

[stylngle2003]

ok i just got a response and he says that it will cost 65 to get your old cam turned into a more performance cam.
sounds good to me, time to start buying up the m cams at the local scrap
be careful with regrinds, psycho. i have heard that they are much harder on the lifters and valvetrain because they do not tranisiton smoothly from open to close. also, i seem to remember someone telling me that when they regrind a camshaft that they have to adjust the lobe center or something along those lines, which makes something else potentially less durable. its your money tho...good luck


Billy

[hayzcustoms]

please keep me informed on how you like your reground m cam. if it works well i am definately going to send him a couple. thank you to everyone who has posted thus far, not being an engineer i have learned a ton from this information


thanks again
nick

[240Psycho]

oops sorry i just felt that it was time to open people up to another alternative

[ovlov760]

Any new info? I'm sorta interested. I e-mailed the guy and didn't get a reply though. :rant:

[Two245Turbos]

Nothing yet guys....SORRY! I've been so busy lately I haven't gotten around to bringing my T cam in...I will post as soon as I get something..
Ron

[Captain Bondo]

"Cappy, I think you have it reversed. The cam is selected to work with the systems' components you have already chosen....configure the intake etc. for the operating range/powerband you seek, then find a cam that works with the induction system you assembled. The cam meshes with what you have. It doesn't make up for what you don't have; or overcome the deficiencies of what you do have."

"No that's what I meant. Basically just that things have synergy. A 7000rpm cam with a 2500rpm manifold is silly, in whatever order you choose things components need to be matched.

I lthink the stock intakes are compromises. Yeah, the updraft B21 intake has a 'plenum' of sorts. At least it is a larger plenum than on the 230 intake. But, the runner arrangement on the 230 intake is a very good layout, in spite of the lack of plenum volume."

My main issue with the B230 intake is that it has crap air distribution as is indicated by both just looking at the design,. as well as the GpA cars running a larger injector on #3. Having a throttle body that is parallel and in-line with the runners in a forced induction app is almost always frowned upon. Notice in the B204gt thread the intake is like a b230 but the tb is perpendicular in an up-draft configuration. Not a coincidence IMO.


"My calculations indicate that the runners are about 8 inches too short for my purposes."

Must be looking at a high redline... For a 4500 rpm torque peak you are looking at a total resonant length of about 15". The port center length on a 405 is 118mm which is about 4.5" and the plenum is usually about 4" diameter, so that is 8.5", so the length of the actual runners needs to be about 6" which is about what they are. This is using David Vizard's calc method. (17.8cm length for 10,00rpm, add 4.3cm for each 1000rpm LESS that you want you torque peak at).





"In spite of that, I prefer the layout of the 230 intake over the 21 updraft: the runner pairing is of an optimal design type; a better layout than the 21 updraft......[my log on the fire]...."

Regardless of layout I think the fact that it has such bad distribution problems makes it unuseable in high hp apps. Autospeed did and article on a 16v car using the stock NA intake manifold and the tuner found serious air distribution problems with that intake as well, which is similar in it's throttle body positioning.

"Maybe it is about time for a thread on induction system design?? hint hint....and if you want to start it, that would be fine. I still have work to do for the BP topic; which I am working on."

hee hee. Perhaps this should be split...

[Captain Bondo]

PS Stealth I lost your email addy,
can you drop me a line?
I want to pick your brain about some new stuff I'm working on but it's not ready for public discussion yet...
thanks!

[Boosted2003]

Just got back from Delta here in Tacoma....Talked to Scott for @ 30 min. on Volvo's...He can get me any stock(T,A,K,M) grinds (Marine also) for a very amazingly low price...Much lower than you see sold here on TB. I told him that I will be bringing in a core exchange sometime next week and the turn around is less than an afternoon. Custom grinds(VX,VX3) are a little more but still much less than an IPD VX...I told him about the BrickBoard and the performance chasing freaks that we all are and the business we all can bring him. He told me the RICERS( Honda, Acura, Nissan) are already keeping him busy with custom grinds...I will post more next week or so to let you know what I come up with...If anyone wants some info. on this, shoot me an email or PM...
Ron

can i get some marine U cams? i need U1 and the U2 cam

[iadr]

Boosted, you want AQ171 "z' code cams, not U's. Or do you mean U's getting ground to something else?

//edit: I have been informed by two sources that AQ171's came with a Z or 'PZ' cam, and the strong likely hood is that they have greater lift and/or duration than the catalyst/lh-jet b234ft cams. I am not going to promise that every aq171 is the same- surely the A, B, C variants could differ.


Back on topic... In regard to 8V cams, I think there will be an annoucement in the next 10-14 days or so, of one or more of us having some reground cams available for exchange. Lots of variables of course, but I think they should be somewhere in and around the half-price of Enem's total with shipping and prove equal in effect.

[MikeHardy]

i got told that the marine cams where the same as the stock B234F cams, and it's the B204FT/GT cams that are diff (not better or worse just diff)

[MikeHardy]

ahh sorry so there's Z coded cams and U coded in the AQ171,

the U and U1 will be the same as stock stuff

[Two245Turbos]

Scott DID say that they had the specs for marine also...Try giving him a call and see what he can hook you up with...
Ron

[916volvosport]

ahh sorry so there's Z coded cams and U coded in the AQ171,

the U and U1 will be the same as stock stuff

why can't they just be color coded? :rant: :rant:

[davidmacq]

After looking at the cam info page. Noticed it said switching from T cam will increase turbo lag and reduce off idle torque.

The T cam is factory for B230FT US engines? So some people are buying the VX cams and advancing the timing to give back some low end torque?
If your wanting more performance than T cam, but want to keep low end torque, city drivability, what is ideal? Ultra performance cams are one thing, but in this case wouldn't best just be T cam with more duration?

I know next to nothing about this. Just trying to understand. :-D

[MikeHardy]

it's mainly the T cams sure short exhaust duration that looks to be killing it.