rev up intake, ported pics...
10-20-2013, 10:31 AM
#1
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Thread Starter
rev up intake, ported pics...
spent a bit of extra time on this as it was an extra, enlarged trumpet openings aswell as lowered deck height, only smoothed lowers walls to still keep some air velocity, I have the mrev2, just going to try this with nwp 75mm tbody , 3.5" intake piping to 3.5" enlarged maf... wish me luck..
Last edited by 06350zRevUp; 10-20-2013 at 10:39 AM.
10-20-2013, 11:09 AM
#4
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Interesting, but you should get a regular DE lower and port that one too.
10-20-2013, 02:19 PM
#6
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Thread Starter
lower is done too, I didn't port larger in volumetric size because I didn't want to loose too much initial velocity, just cleaned up castings and polished, idea was to broaden upper range and see if it can or will pull like an HR, theyre cammed nearly identical....
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10-20-2013, 03:21 PM
#8
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Thread Starter
if both cams in both engines are 248 degrees duration on both exhaust and intake, then whats different on opening and closing? I went to school for this, if you can explain please do..
both share phasing on both int. and exh. noted..
both share phasing on both int. and exh. noted..
Last edited by 06350zRevUp; 10-20-2013 at 03:23 PM.
10-20-2013, 03:49 PM
#9
by changing the opening and closing events your altering when the air flows in, when it flows out, and thus how fast the piston is moving when these events take place completely changing the rpm range. the duration is just a general idea of where it would make power. the revup opens at -2 degrees and the HR opens at 2 degrees according to JWT cam cards which im guessing is where your getting your info from. thats before any cam phasing takes place, so right away the HR has the cams advanced. on top of that they have different intake center lines so the overlap will be different also, the phasing only offers an adjustment its not infinite and the adjustment range on both is the same which means the opening and closing events and centerlines is what changes the rpm ranges.
http://www.rbracing-rsr.com/camshaft.html
going roughly off this(i dont think what is listed on the revup cam card is full accurate) the HR has 70 degrees base overlap and 89 degrees LSA base, the revup meanwhile has 68 degrees base overlap and 90 degrees LSA base, completely explaining why the revup dosnt carry the power as long but has a wider power band down low. more overlap and a narrower LSA = more rpm but a more peaky power band. you can do the math as well, dont have the formulas in front of me though and dont exactly trust my math atm on pain pills
you say you went to school for it, went to school to repair cars or went to school for high performance engines? huge difference between the two and how cams work should be one of the most basic classes. not mastering them but how the valve events effect the engine, you can have 20 different cams with 248 degree duration and they can all behave differently because of the valve events, which is what actually matters and determines what the engine does not the duration.
http://www.rbracing-rsr.com/camshaft.html
going roughly off this(i dont think what is listed on the revup cam card is full accurate) the HR has 70 degrees base overlap and 89 degrees LSA base, the revup meanwhile has 68 degrees base overlap and 90 degrees LSA base, completely explaining why the revup dosnt carry the power as long but has a wider power band down low. more overlap and a narrower LSA = more rpm but a more peaky power band. you can do the math as well, dont have the formulas in front of me though and dont exactly trust my math atm on pain pills
you say you went to school for it, went to school to repair cars or went to school for high performance engines? huge difference between the two and how cams work should be one of the most basic classes. not mastering them but how the valve events effect the engine, you can have 20 different cams with 248 degree duration and they can all behave differently because of the valve events, which is what actually matters and determines what the engine does not the duration.
Last edited by jerryd87; 10-20-2013 at 04:05 PM.
10-20-2013, 07:07 PM
#10
Registered User
Thread Starter
good work copy and pasting jerry, always impressive, none the less my facts are true, sasha anis has proven huge power gains within de's factory intake, im just doing my own experiments for top end power.. appreciate the warm welcome to the site jerry :-)
Last edited by 06350zRevUp; 10-20-2013 at 07:09 PM.
10-20-2013, 08:09 PM
#11
copy and paste? the only thing copied and pasted is the specs of the production cams, i actually have working knowledge of how these things work next time you want to open with sarcastic remarks mayby you should check who your referring to and what your referring about. popping up on a site and attempting to insult a member who has shown repeatedly they know what they are talking about and has been building engines for over 12 years.............. with literally nothing to back you up is not the best way to get anything positive out of it. ESPECIALLY when that person is trying to help you by correcting something your misunderstanding despite just having surgery. i wont even get started on sasha but his work is all with huge cams and aftermarket intakes not stock intakes have fun with that people here know exactly how i feel about him.
if you notice i never even disagreed with you on altering the intake to help extend the rpm range SOME the only part i disagreed with you on is the cams being "more or less the same" which is not true and you provided nothing to contradict the JWT cam cards so please point out the supposed "facts"
the HR and revup cams are about as similar as the DE and revup cams, your argument is "they are the same because i said so and when they open dosnt matter because well i said so" ive what you said was true then every single one of the 264 cams would behave the same, same for 272's or 280's which everyone here knows is not true, the opening and closing events as well as acceleration rate are all different and what allows the rpm ranges to be manipulated. http://www.jimwolftechnology.com/wol...INCL_REVUP.pdf
so im not sure if your trying to troll or honestly dont know how these things work.
if you notice i never even disagreed with you on altering the intake to help extend the rpm range SOME the only part i disagreed with you on is the cams being "more or less the same" which is not true and you provided nothing to contradict the JWT cam cards so please point out the supposed "facts"
the HR and revup cams are about as similar as the DE and revup cams, your argument is "they are the same because i said so and when they open dosnt matter because well i said so" ive what you said was true then every single one of the 264 cams would behave the same, same for 272's or 280's which everyone here knows is not true, the opening and closing events as well as acceleration rate are all different and what allows the rpm ranges to be manipulated. http://www.jimwolftechnology.com/wol...INCL_REVUP.pdf
so im not sure if your trying to troll or honestly dont know how these things work.
Last edited by jerryd87; 10-20-2013 at 08:16 PM.
10-20-2013, 08:23 PM
#12
oh i see your upset about my comment how going to school to be a mechanic and going to school to build high performance engines arnt even close to the same. sorry to bust your bubble but they arnt, if they where then everyone under the sun would be able to build performance engines yet that has proven ESPECIALLY untrue on this platform. theres a reason there are seperate certifications specifically for high performance applications. see i struck a nerve there since you work at a tire shop, ive went to school for it to(auto tech and collision repair) and i know from first hand experience they dont teach you crap to build hipo vehicles, hell the ASE's only give a basic ability of repairing as well and not even close to enough just for that but you already know that.
Last edited by jerryd87; 10-20-2013 at 08:32 PM.
10-20-2013, 08:44 PM
#13
ill update a little since i was slightly wrong but only in a couple numbers and backs up what i said earlier in a more realistic way. posting on oxy isnt a great idea when trying to read cam cards, can only imagine if i actually attempted the math myself. frankly the hr cam is *** backwards anyway since both cams are advanced in comparison to the revup which would build low speed power but then they have more overlap for higher rpm. however my numbers earlier where wrong, only in that i got a couple numbers mixed up, the revup has no overlap(-4 degrees actually) which means it has absolutely NO way to take advantage of exhaust scavenging, vs the HR has 2 degrees of overlap, THAT is where the HR's right shifted power band comes from as well as the much higher flowing heads, not the intake.
as i said, when it comes down to it cam duration dosnt mean squat, it gives a general idea of what kind of rpm range can be expected when the valves are doing what when is what actually matters.
since you wanted to be a *** though ill actually delve into where you screwed up on the intake which i didnt bother with earlier because 1) its already done 2) i wasnt going to be a ***, you pretty much negated anything you MIGHT have gained by reducing the entrance curve so much. the air has to flow out of the TB tube into the runners, where before you had a gentle and large curve you now have a sharp knife like edge which is going to cause turbulence and not allow a proper transition. i can see what appears to be gouges which is going to inhibit air flow and cause turbulence as well causing cylinders to flow unevenly. finally im not sure what your final finish is but that looks like a exhaust side finish not intake, the intake needs to be rough, like 80 grit sanding disc rough so that fuel dosnt drop out of suspension although this last point might not be true the pictures arnt very good.
as i said, when it comes down to it cam duration dosnt mean squat, it gives a general idea of what kind of rpm range can be expected when the valves are doing what when is what actually matters.
since you wanted to be a *** though ill actually delve into where you screwed up on the intake which i didnt bother with earlier because 1) its already done 2) i wasnt going to be a ***, you pretty much negated anything you MIGHT have gained by reducing the entrance curve so much. the air has to flow out of the TB tube into the runners, where before you had a gentle and large curve you now have a sharp knife like edge which is going to cause turbulence and not allow a proper transition. i can see what appears to be gouges which is going to inhibit air flow and cause turbulence as well causing cylinders to flow unevenly. finally im not sure what your final finish is but that looks like a exhaust side finish not intake, the intake needs to be rough, like 80 grit sanding disc rough so that fuel dosnt drop out of suspension although this last point might not be true the pictures arnt very good.
Last edited by jerryd87; 10-20-2013 at 08:51 PM.
10-20-2013, 08:56 PM
#15
now if you wanna call a truce and not assume everyone is trying to screw with you and copy crap off wikipedia insult you(which i didnt even do) im here to help have been for a long time now but you didnt open with a good attitude. i might have some numbers mixed up due to the pain pills im on after my surgery but ill end up correcting it that day since i constantly go back and check myself, just like i already did with the overlap, which i looked at and knew wtf was i reading and corrected it.
Last edited by jerryd87; 10-20-2013 at 09:33 PM.
