Editing Cam and compression ratio compatibility
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− | + | Sometimes it's difficult trying to explain to fellows who are new to hot rodding that you have to match the characteristics of the camshaft to the static compression ratio of the motor along with the operating range where the cam makes power. This chart is nowhere near scientific or definitive in its scope. Larger or smaller cubic inches, different lobe separation angles and other variables will alter these figures, but at least it's a starting point in the explanation of using a certain range of cam with a certain range of static compression ratio. The figures shown in degrees are camshaft degrees of duration measured at 0.050" tappet lift. | |
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− | Sometimes it's difficult trying to explain to fellows who are new to hot rodding that you have to match the characteristics of the camshaft to the static compression ratio of the motor along with the operating range where the cam makes power. | + | |
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− | This chart is nowhere near scientific or definitive in its scope. Larger or smaller cubic inches, different lobe separation angles and other variables will alter these figures, but at least it's a starting point in the explanation of using a certain range of cam with a certain range of static compression ratio. The figures shown in degrees are camshaft degrees of duration measured at 0.050" tappet lift. | + | |
The chart will show why it is foolish to install a 230 degree cam in an 8.00:1 motor in an attempt to get a lope out of the motor. It might lope, but it will lack the power to pull the hat off your head. There seems to be an obsession with lope these days. Lope is simply the sound of the motor being inefficient at low rpm's because the ascending piston is pushing fuel/air mixture back up the intake tract through the still open intake valve and disrupting the metering abilities of the carburetor. | The chart will show why it is foolish to install a 230 degree cam in an 8.00:1 motor in an attempt to get a lope out of the motor. It might lope, but it will lack the power to pull the hat off your head. There seems to be an obsession with lope these days. Lope is simply the sound of the motor being inefficient at low rpm's because the ascending piston is pushing fuel/air mixture back up the intake tract through the still open intake valve and disrupting the metering abilities of the carburetor. | ||
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<blockquote>With too much compression ratio (or too little duration) the cylinder pressure will be too high, causing pre-ignition and detonation. This condition could severely damage engine components.</blockquote> | <blockquote>With too much compression ratio (or too little duration) the cylinder pressure will be too high, causing pre-ignition and detonation. This condition could severely damage engine components.</blockquote> | ||
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− | + | {| style="color:black; background-color:#ffffcc;" cellpadding="5" cellspacing="0" border="1" | |
− | !Static Compression Ratio | + | !Static Compression Ratio (SCR) !!Intake Valve Duration (degrees @ .050" lift) !!Power Range (RPM) |
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− | | align=" | + | | align="right" |8.00:1 || align="right" |185º || align="right" |500-4,000 |
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− | | align=" | + | | align="right" |8.25:1 || align="right" |189º || align="right" |650-4300 |
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− | | align=" | + | | align="right" |8.50:1 || align="right" |194º || align="right" |800-4,500 |
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− | | align=" | + | | align="right" |8.75:1 || align="right" |200º || align="right" |900-4,600 |
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− | | align=" | + | | align="right" |9.00:1 || align="right" |204º || align="right" |1,000-4,600 |
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− | | align=" | + | | align="right" |9.25:1 || align="right" |208º || align="right" |1,200-5,200 |
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− | | align=" | + | | align="right" |9.50:1 || align="right" |212º || align="right" |1,600-5,400 |
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− | | align=" | + | | align="right" |9.75:1 || align="right" |216º || align="right" |1,800-5,600 |
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+ | | align="right" |10.00:1 || align="right" |221º || align="right" |2,000-5,800 | ||
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+ | | align="right" |10.25:1 || align="right" |227º || align="right" |2,400-6,200 | ||
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+ | | align="right" |10.50:1 || align="right" |233º || align="right" |2,800-6,400 | ||
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+ | | align="right" |10.75:1 || align="right" |236º || align="right" |3,000-6,800 | ||
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+ | | align="right" |11.00:1 || align="right" |240º || align="right" |3,200-7,000 | ||
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+ | | align="right" |11.50:1 || align="right" |244º || align="right" |3,400-7,200 | ||
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+ | | align="right" |12.00:1 || align="right" |248º || align="right" |3,600-7,400 | ||
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==Additional reading/engine theory== | ==Additional reading/engine theory== | ||
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An engine having a high performance cam (later IVC point) needs a higher SCR in order to keep the DCR within an optimum range. Because the late IVC point can cause reversion (along with an increase in overlap and/or a tighter LSA), this type of tune can cause the engine to idle rough (have a lot of lope). Idle vacuum will be lower and if you were to put a compression tester on these engines you would see something in the 125-150 PSI range. | An engine having a high performance cam (later IVC point) needs a higher SCR in order to keep the DCR within an optimum range. Because the late IVC point can cause reversion (along with an increase in overlap and/or a tighter LSA), this type of tune can cause the engine to idle rough (have a lot of lope). Idle vacuum will be lower and if you were to put a compression tester on these engines you would see something in the 125-150 PSI range. | ||
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===Compression calculators=== | ===Compression calculators=== | ||
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====Dynamic compression ratio calculators==== | ====Dynamic compression ratio calculators==== | ||
− | *[http://www.empirenet.com/pkelley2/DynamicCR.html | + | *[http://www.empirenet.com/pkelley2/DynamicCR.html Kelly calculator/info] |
− | *[http://www. | + | *[http://www.kb-silvolite.com/calc.php?action=comp2 Keith Black calculator] |
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===Cam phasing=== | ===Cam phasing=== | ||
− | You can fine tune a particular cam by advancing or retarding it. This procedure does nothing to alter the lift, duration, lobe separation, etc. of the cam. What does happen is the phase of the camshaft is advanced or retarded in relation to the crankshaft position. Advancing the cam closes the intake valve sooner. This will build more pressure in the cylinder and shift the power band lower. | + | You can fine tune a particular cam by advancing or retarding it. This procedure does nothing to alter the lift, duration, lobe separation, etc. of the cam. What does happen is the phase of the camshaft is advanced or retarded in relation to the crankshaft position. Advancing the cam closes the intake valve sooner. This will build more pressure in the cylinder and shift the power band lower. Advancing the cam will cause the intake valve to close later, this will build less pressure in the cylinder and shifts the power band higher. |
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==Resources== | ==Resources== | ||
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*[[How to choose a camshaft]] | *[[How to choose a camshaft]] | ||
*[[Camshaft/Compression Ratio relationships]] | *[[Camshaft/Compression Ratio relationships]] | ||
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[[Category:Engine]] | [[Category:Engine]] | ||
[[Category:Camshaft]] | [[Category:Camshaft]] | ||
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