Best set up for cam gears & 280's
Jun 10, 2006, 03:50 PM
#1
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Best set up for cam gears & 280's
What's the best set up for evo 8 to drag race with 280 cams -4-2, 0 0? with this mods tbe, fuel pump, flash, forge mbc, drop in filter, turbo smart bov,fidanza camgears, comp cams 280's
Jun 10, 2006, 04:34 PM
#2
Originally Posted by evo8fl
What's the best set up for evo 8 to drag race with 280 cams -4-2, 0 0? with this mods tbe, fuel pump, flash, forge mbc, drop in filter, turbo smart bov,fidanza camgears, comp cams 280's
I dont have the answer you are looking for but do a search for TopSpeeds testing on various 280/280 camgear settings. I went with the +2 INT, 0 EXH setting for best low-end/mid range w/o sacrificing too much top end.. IMHO its the best setting for a car thats daily driven..
Jun 10, 2006, 06:59 PM
#3
Originally Posted by Blue Evo 8
I dont have the answer you are looking for but do a search for TopSpeeds testing on various 280/280 camgear settings. I went with the +2 INT, 0 EXH setting for best low-end/mid range w/o sacrificing too much top end.. IMHO its the best setting for a car thats daily driven..
Jun 11, 2006, 01:09 AM
#5
Evolved Member
Originally Posted by evo8fl
What's the best set up for evo 8 to drag race with 280 cams -4-2, 0 0? with this mods tbe, fuel pump, flash, forge mbc, drop in filter, turbo smart bov,fidanza camgears, comp cams 280's
Jun 11, 2006, 02:52 AM
#6
Originally Posted by GokuSSj4
did you have a chance to try +2 intake -1 exhaust ? some peeps had great results.. a little bit of both ... without loosing any tq
For quick spool and BIG midrange torque, but with rough idle - +2/0
For drag racing, where power above 5000rpm is the only concern, I suggest something along the lines of retarding the intake to -3 or -4 degrees, and retarding the exhaust not quite as much, like -1 or -2 degrees. The idle will be smoother, the spool won't be quite as hard-hitting, but the hp peak will be just a little higher and most importantly, broader. This effectively increases average power in the rpm ranges used in drag racing. Greater average power = faster times.
Jun 11, 2006, 03:13 AM
#7
+2i/-1e is basically overlapping the cams a ton more from 00 right?
so your +2/0 is +2i/0e right? that tightens the lsa also right? but advancing the intake cam almost always means more torque and faster spool up right? as the intake valve closes earlier?
retarding intake would make for top end power right? and retarding hte exhaust would do the same but doing it less keeps some lsa? why would you not want to run more overlap with a drag race setup?
so your +2/0 is +2i/0e right? that tightens the lsa also right? but advancing the intake cam almost always means more torque and faster spool up right? as the intake valve closes earlier?
retarding intake would make for top end power right? and retarding hte exhaust would do the same but doing it less keeps some lsa? why would you not want to run more overlap with a drag race setup?
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Jun 11, 2006, 03:27 AM
#8
+2/-1 drops the LSA from a 110 to a 104 (HKS), which IMO is just too tight for a typical street turbo engine.
+2/0 = +2 int / 0 exh. This gives an LSA of 106 (HKS), which is as about as tight an LSA as you'd want to run. Advancing the intake cam and tightening the LSA increases VE at lower engine speeds. This makes for a big, peaky midrange torque curve when the boost is cranked. The primary downside is the potential for reversion increases as hp rises.
Retarding the intake improves top end power, but as top end power increases, the increasing mass airflow also increases the pressure in the exhaust between the exhaust port and turbine housing. This increases the potential for reversion in proportion to the amount of valve overlap. The ratio of exhaust pressure to boost pressure is the Pressure Ratio (PR). The higher the pressure ratio, the greater the potential for losing power to reversion. This is why with smaller turbo setups, one typically sees a greater PR (e.g. 2:1), and a wider LSA will usually improve the span of the peak power curve. Race engines with late spooling, large exhaust and hotsides will see a PR closer to 1:1, and can tolerate more overlap.
+2/0 = +2 int / 0 exh. This gives an LSA of 106 (HKS), which is as about as tight an LSA as you'd want to run. Advancing the intake cam and tightening the LSA increases VE at lower engine speeds. This makes for a big, peaky midrange torque curve when the boost is cranked. The primary downside is the potential for reversion increases as hp rises.
Retarding the intake improves top end power, but as top end power increases, the increasing mass airflow also increases the pressure in the exhaust between the exhaust port and turbine housing. This increases the potential for reversion in proportion to the amount of valve overlap. The ratio of exhaust pressure to boost pressure is the Pressure Ratio (PR). The higher the pressure ratio, the greater the potential for losing power to reversion. This is why with smaller turbo setups, one typically sees a greater PR (e.g. 2:1), and a wider LSA will usually improve the span of the peak power curve. Race engines with late spooling, large exhaust and hotsides will see a PR closer to 1:1, and can tolerate more overlap.
Jun 11, 2006, 03:22 PM
#11
Originally Posted by Ted B
+2/-1 drops the LSA from a 110 to a 104 (HKS), which IMO is just too tight for a typical street turbo engine.
+2/0 = +2 int / 0 exh. This gives an LSA of 106 (HKS), which is as about as tight an LSA as you'd want to run. Advancing the intake cam and tightening the LSA increases VE at lower engine speeds. This makes for a big, peaky midrange torque curve when the boost is cranked. The primary downside is the potential for reversion increases as hp rises.
Retarding the intake improves top end power, but as top end power increases, the increasing mass airflow also increases the pressure in the exhaust between the exhaust port and turbine housing. This increases the potential for reversion in proportion to the amount of valve overlap. The ratio of exhaust pressure to boost pressure is the Pressure Ratio (PR). The higher the pressure ratio, the greater the potential for losing power to reversion. This is why with smaller turbo setups, one typically sees a greater PR (e.g. 2:1), and a wider LSA will usually improve the span of the peak power curve. Race engines with late spooling, large exhaust and hotsides will see a PR closer to 1:1, and can tolerate more overlap.
+2/0 = +2 int / 0 exh. This gives an LSA of 106 (HKS), which is as about as tight an LSA as you'd want to run. Advancing the intake cam and tightening the LSA increases VE at lower engine speeds. This makes for a big, peaky midrange torque curve when the boost is cranked. The primary downside is the potential for reversion increases as hp rises.
Retarding the intake improves top end power, but as top end power increases, the increasing mass airflow also increases the pressure in the exhaust between the exhaust port and turbine housing. This increases the potential for reversion in proportion to the amount of valve overlap. The ratio of exhaust pressure to boost pressure is the Pressure Ratio (PR). The higher the pressure ratio, the greater the potential for losing power to reversion. This is why with smaller turbo setups, one typically sees a greater PR (e.g. 2:1), and a wider LSA will usually improve the span of the peak power curve. Race engines with late spooling, large exhaust and hotsides will see a PR closer to 1:1, and can tolerate more overlap.
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