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#1
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Cam Timing
Hey Guys,
I don't really post often, so forgive my lack of forum etiquette. I'm trying to design a header and exhaust system for a stock SVX motor but I need either a plot of the OEM Cam profiles, or specifically I need to know first of all the number of degrees before BDC (bottom dead center) that the exhaust valve begins to open. Please forgive me, I'm kind of new to this, but I'm learning a lot in a very short time, but from an engineering perspective. -Matt
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'97 Ebony Pearl SVX Lsi Current Mods: K&N Filter, -18x8" Konig Hotswaps with Nexen Tires -Polyurethene swaybar bushings -iRotor Drilled/Slotted zinc plated rotors, ceramic disc pads, stainless steel braided blue covered brake lines, powder coated calipers. Soon - Custom Headers, Cold Air Intake, and Custom Magnaflow Exhaust *New addition*2000 Volkswagon Golf TDi (don't worry, it's my new winter beater, gives me more money in my pocket(less gas) and I can park my car for longer periods of time giving me time to work on it and less damage to the SVX from winter driving) |
#2
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good luck.
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"They that can give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety." Benjamin Franklin blk 92' LSL w/ average mods pics here http://s306.photobucket.com/albums/nn277/yourconfused/ Cash68: "Hmm, I wouldn't brag about beating Escorts. That's like saying you tricked a retarded person." |
#3
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Sounds like an interesting project. Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. |
#4
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What are and how do these timing's effect the design. Sorry to appear dumb but would like to understand how you arrive at a good design.
Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#5
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The length of time the inlet and exhaust valves are open during a combustion cycle, is a major deciding factor relative to the charge available for combustion. All related design becomes a compromise based on specific requirements and the practical criteria involved.
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#6
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You can design a 'perfect' engine for a narrow power band, but there will always be compromises elsewhere. Best to allow for a broader powerband overall, and 'design' accordingly. |
#7
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This was your thread.; http://www.subaru-svx.net/forum/show...hlight=exhaust Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. |
#8
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Quote:
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Trevor, New Zealand. As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit! |
#9
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K, well from an engineering point of view and explained simply and quickly, there are two major components of your exhaust, the exhaust flow, and the pressure "WAVE".
You want to size headers and exhaust big enough that you have as little restriction as possible, but you still want to keep a minimum exhaust flow rate. 2nd part, and what most people forget, (including performance shops here in winnipeg which I have sadly come to realise) is a pressure wave that begins right after the exhaust valve opens, when this pressure wave reaches either your collector, or the atmosphere it changes form, part of it will leave the pipe as a positive pressure, part of it will come back as a negative pressure. Now "tuning" your exhaust properly which is impecably done on the F1 formula cars, this pressure wave will return to the exhaust valve just before it closes, sucking or "scavenging" the last little bit of exhaust out of the cylinder AND providing a negative pressure in the chamber to suck new charge into the cylinder. Now for this test run, until I can find some way dyno testing my theories, I will be tuning to around 5000rpm, because this is approximately half way between peak torque and peak HP. I will try and keep people updated as things progress, but I'm not much of a forum junkie, so please don't expect prompt replies or updates
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'97 Ebony Pearl SVX Lsi Current Mods: K&N Filter, -18x8" Konig Hotswaps with Nexen Tires -Polyurethene swaybar bushings -iRotor Drilled/Slotted zinc plated rotors, ceramic disc pads, stainless steel braided blue covered brake lines, powder coated calipers. Soon - Custom Headers, Cold Air Intake, and Custom Magnaflow Exhaust *New addition*2000 Volkswagon Golf TDi (don't worry, it's my new winter beater, gives me more money in my pocket(less gas) and I can park my car for longer periods of time giving me time to work on it and less damage to the SVX from winter driving) |
#10
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I think I can bring this down to bite size for the less engineering minded among us.
When svxfreq asked for cam timing specs to build headers I knew he was on top of things. (not to say the others who build them aren't) By tuning the length of the pipes before they merge (primary tubes) you can control the pressure inside the tubes. Think of the waves mentioned as ripples in a pond. When the ripples from one cylinder meet the ones from another, they cancel each other out. Time them just right, and you can use one wave to suck the exhaust from another cylinder. Remember, an engine is an air pump, more air through, more power made. This also means, that the collector (where the primaries merge), must be sized just right too. Get it right, and big power can be made fairly cheaply. Get it wrong, and it'll sound great, but not add much HP. Yep, it's simplified, but accurate enough for those trying to understand. In my experience, well tuned headers are quieter than ones that aren't. That may help get you to that point svxfreq.
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[SIGPIC]http://www.subaru-svx.net/forum/image.php?type=sigpic&userid=5569&dateline=1207440 507[/SIGPIC] Naught but by the grace of God "42" Current Stable By Age:'89 Subaru XT6 Silver "Audrey" as in Hepburn '96 SVX LSi #767Brilliant Red "Lil Red" Now on the front burner. Looking for a totalled, but running parts car. |
#11
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Ya that's more or less what happens, I'm hoping I will be able to get a fairly good estimate from theoretical equations that I won't have to dyno tune them, and if I get good results from this, I may even consider producing more if people are interested. I'm also going to look into ceramic coating them, I just wish I could find a dyno I could use to actually see how much if any power gains there are.
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'97 Ebony Pearl SVX Lsi Current Mods: K&N Filter, -18x8" Konig Hotswaps with Nexen Tires -Polyurethene swaybar bushings -iRotor Drilled/Slotted zinc plated rotors, ceramic disc pads, stainless steel braided blue covered brake lines, powder coated calipers. Soon - Custom Headers, Cold Air Intake, and Custom Magnaflow Exhaust *New addition*2000 Volkswagon Golf TDi (don't worry, it's my new winter beater, gives me more money in my pocket(less gas) and I can park my car for longer periods of time giving me time to work on it and less damage to the SVX from winter driving) |
#12
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Hey guys, I don't know if anyone is actually following this thread any more, but I've been sick for the past like 2-3 weeks, I got my tonsils out and was in a REDICULOUS amount of pain.
Now that I'm back up to speed I'm gettin back to my project. I've got my exhaust parts in, I decided to go the the 2.25" true dual exhaust, I'm going to eliminate the third O2 sensor as it's just for emissions purposes anyways and it's going to throw a code probably without the cats anyways. Expensive as it may have been I got two 4x14x2.25" resonators, two 4x9x14 2.25" mufflers, and 2 SWEET polished 3" dual tips. On top of this I'm still working on the header design, I'm running into a few problems since I realised how small the current headers actually are (it's been a while since the last time I crawled under there) I've been thinking about going with a single 6-2 crossover header, and I'm wondering if someone could tell me the firing order of the engine, I'm going to see if I can tune this right, it's going to be a bit more work, but we'll see what happens.
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'97 Ebony Pearl SVX Lsi Current Mods: K&N Filter, -18x8" Konig Hotswaps with Nexen Tires -Polyurethene swaybar bushings -iRotor Drilled/Slotted zinc plated rotors, ceramic disc pads, stainless steel braided blue covered brake lines, powder coated calipers. Soon - Custom Headers, Cold Air Intake, and Custom Magnaflow Exhaust *New addition*2000 Volkswagon Golf TDi (don't worry, it's my new winter beater, gives me more money in my pocket(less gas) and I can park my car for longer periods of time giving me time to work on it and less damage to the SVX from winter driving) |
#13
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I'm interrested in this thread so , continue your project and I might buy a kit from you !
http://autorepair.about.com/library/...bl-fo-8242.htm thats for the firing order they say ... I didnt know so , i searched it !
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Nightmare is the name of the car... |
#14
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sorry , that was just the cylinder numbers ...
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Nightmare is the name of the car... |
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