SMAR. Good to see you back Man. You obviously know a thing or Two about engines. The Ones you work on are similar to the Ones WE work on. So any help and knowledge you want to share will be welcomed. I can Always use some help. I'm not on here for Nothing. I've learned a lot in the Ten Years I've been here and wouldn't be able to do half of the things I can do now without the helpful and knowledgeable on People on This Board. Great to hear from You. :TU: Some people here are hard to get along with at times. Me included. It just depends on the time of day and what kind of day it was. :laugh: PONCH
IMO everyone makes mistakes but at least you picked up on your mistake and admitted it. All part of the learning process in life. I myself understand engines, how a cam works, how lift, duration and overlap can make or break the engines performance but can i sit down and figure out the lift, duration and overlap for a particular engine with certain heads, certain pistons, particular machining, particular lifters and rockers no less a custom grind? Hell no!!! Its guy like you and others on here who enjoy sitting down and doing the math and making suggestions to those of us who do not know and or may not be willing to figure it out. I say thanks and keep at it. At least you know what you talking about. Nothing worse IMO than talking to a fella at a show with a nice car and snotty engine who knows nothing about the internals and what has been done to it. IMO anyone can take a stock engine and drop in a ground thumping cam but will it actually perform?
I sorta skimmed over this thread but there was a lot of fluff. What specific issue are you having with your 350 Gary? If it's an engine combination or cam timing issue that can likely be fixed without removing the engine from the car or major expense. I also completely understand the moments of frustration with these old cars. I've only had a driver's license for 7 years and I've daily driven my Buick for 6 of those 7 years. I've been :af: hundreds of times. However, if you were to suggest to me that I get rid of the car, I would have asked if you had lost your mind!:grin: I've blown so much money on this car but the memories and lessons it has provided are priceless. Good Luck Gary
The issue has been resolved, and it wasn't as major as I made it out to be I guess... Maybe I'm more melodramatic than I thought, which disgusts me. I'm not a big fan of melodrama. lol Something I'm working on to improve myself, and I'm a pretty quick learner so I think it'll be ok. It wasn't with any particular engine, it was with a misunderstanding I had relating to centerlines and LSA on the camshaft. The math's sound, but it threw the 'timing' off a bit for my calculations, which made me very angry with myself because I abhor mistakes. Partially OCD and perfectionism makes one hard on oneself when everything has to be just so, and with engines, everything DOES have to be just so or it can get fubar'ed. But anyways, everything's ok now. I didn't blow anything up lol Then there was the issue someone had with me being all chatty and flying off on a tangent everywhere, and he's got a good point. So I'm going to try to tone down on that too. I just get excited and love to talk about Buicks, so I can get carried away before I know it. I didn't realize just how many people like me (I'm sure there's those who don't too--you know how that goes). With great expectations comes great responsibility. I'm trying to manage my energies more efficiently. Thanks for your comments; I appreciate your thoughts. Gary
Sup Madman... Sorry I was such a dickhead. Maybe one day you can forgive me. Til then, peace bro! Gary
Well, now that I think about it... Ive butted heads pretty hard with most of my V8Buick friends over the years and we still get along...mostlyou: I can be an abrasive prick at times, so it would be hypocritical to stay pissed at a dickhead like you:bla: Lets call it water under the bridge shall we:TU: Besides, I cant hate someone that quotes Rammstein:beer
Awesome! :TU: Oder, soll ich sagen 'ausgezeichnet' :TU: Spreche/schreiben Sie Deutsch? Ich spreche und schreiben ein wenig Deutsch. :grin:
Hey Gary, sorry I missed out on all the fun... (well not really :Brow: ), but glad to see it all got worked out. How'd you like to take a stab at forming an opinion of the cam I had ground for my 340? It's a Camcrafters custom design, the specs are: Adv Dur: 262/262 .050: 212/212 cam lift: 275/275 valve lift: 436/436 CL: 110/114 LS: 112 In open: -4 BTDC In close: 36 ABDC Ex open: 40 BBDC Ex close: -8 ATDC Spring: 110 seat 260 open Installed straight up. !0.6 static compression, I think DCR should be around 8 but it's been awhile since I looked at it. Rods are 7", crank is stock 340, bore is .050 over. The heads are bone stock aluminum '64 300. (I may eventually some day consider TA heads but doubt it'll ever be because of wanting more power, the car is light at maybe as much as 2800 lbs and has an 8 speed transmission.) I have that custom blower intake on it with port injection (42 lb injectors) and intercooler and I'm just guessing that boost should come in somewhere in the 7-10 lb range though I won't know until I fire it up, sometime in the next few days or so I hope. My goals were good economy, decent power output, with the ability to boost (literally) engine speed into the upper 6's, maybe hit 7 if needed before shifting when exiting a corner. I'd just be curious how you think this might turn out. You do more in depth analysis of cams than most. As much as anything else I think it'd be interesting to see how your opinion compares to some others I've read. Care to take on the challenge? Jim
When Isaac Newton published his Principia in 1687, he outlined his laws of gravity and motion - at the time very little to nothing was known of planetary movement. He left out Comet's because he hadn't worked out the proper dynamcs to describe their eliptical orbits. It wasn't until Edmond Halley and he discussed several comets that passed early in the 1680's that they both determined the orbits must be eliptical. Halley then used Newton's theory's and did the computations - predicting that the comet he had observed in 1682 would return on a period of 76 years Both Halley and Newton were dead by the time the comet returned on december 25, 1758 yet it was one of the first real proofs of Newtonian physics .. So, I am to deduce that you would have been quite bothered by Newton and all his jibber-jabber; never mind inventing the Calculus he dreamed up to describe how much of the world works including the machinery you work on ?
Couple questions first: More info on the intercooler, what type of supercharger and what EFI system is being used? Gary
Here ya go Gary,I don't know if you seen this thread,but it may have the extra info you want; http://www.v8buick.com/showthread.php?160403-340-build-up Derek
The intercooler is air/fluid/air with a 3 x 8 x 13" high efficiency core in a plenum below the blower. The core is actually an evaporator core from a BMW A/C system with parallel inlets and the fluid is gasoline, circulated through a 30 x 17 x 1" condenser before being returned to the fuel tank. The blower is an Eaton M-112 from a Ford Lightning pickup engine with a custom Enderlie style throttle body/scoop. EFI is Megasquirt-II and will be upgraded to MS-III over the summer. The intake has approx 8" long individual runners at the '64 300 intake port size. The plenum is huge, well over 500 cu.in minus the mass of the intercooler core but still probably somewhere around 500. The blower does have a vacuum operated bypass valve and a Ford idle air control valve is fitted to the inlet. Injector position is vertical into the port runner above the intake/head joint firing downwards into the airstream. I should post a photo and update the build thread, my new camera comes in tomorrow. Jim
Jim I went back and read through your build thread again. What an impressive and well thought out project! Did you port the head at all? How much over crank speed are you running the blower? Thanks Paul
Yeah I think that's a bit out of my league there. I could offer some observational opinion, but it'll be based on limited knowledge of fuel injected, forced induction engines. I'm not a professional engine builder by any stretch of the imagination. I do appreciate your offer though, it's quite flattering. Right now my attention is on this ice storm that's supposed to be heading over Tennessee over the next 24 hours. May be power outages, and if so, I'll be out of commission for who knows how many days? (where's the thumbs down icon?) I may chime in later after this whole thing blows over and I can focus more clearly. Meanwhile, Paul Muller has got my endorsement for one who would be better qualified for any advice or observations offered. :TU: (That's if he has the time or inclination) Cheers! Gary
No worries Gary, I was just wondering what your impressions were, I've not studied cams anywhere near as much as you have and was curious what you thought, Charles at Camcrafters designed the cam, it looks pretty mild to me but that's what I think I was asking for, counting on the boost to add the performance. Paul, I did absolutely nothing to the heads except freshen them up and install new valves. I used the springs from my old Comp Cams 268H shimmed to about 120#. I believe the blower overdrive is right at or slightly over 2:1 as I'm using the stock Lightning upper pulley and the lower is about a 6-1/2" I think, on a fluid damper from a Jeep engine adapted to the stock damper hub. Jim
Well my initial impression is that yes it seems a bit mild, but with forced induction engines, the cams are milder than with N/A engines. So that's the first observation. Second is that it's a perfectly symmetrical cam (straight pattern), which my observations in the past have been a bit off with. Yes, the cams need more exhaust emphasis if they have a ratio less than 75%, depending on how far it goes. But one does not simply just add extra duration and LSA for more emphasis without sacrificing in other areas of performance. Longevity can still be had within reason, even with hotter cams, as long as the lobe intensity isn't too radical (less than 50*). Your cam is 50* which is right there on the border. By the looks of it, the camshaft will perform very well. Intercooler means cooler air charge which helps fight against detonation and permits more boost for a given octane rating. Other factors come into play, such as combustion chamber design, how well it's polished and smoothed up (no or fewer hot spots), and how much port work has been done to the heads--firstly for the I/E ratio to be known for camshaft parameters, and secondly, for understanding that pounds of boost on an unported head is different than pounds of boost on a ported head. Why? Because the same boost on a ported head means more pulley ratio must be added to keep boost up at a certain point because the heads are flowing over what the stock ports would allow. This of course all equates to more power. This means more air needs to be generated to maintain the same level of boost when compared to unported or lesser flowing heads. Then the EFI which will add a well balanced and mixed fuel charge. The setup looks pretty solid and well thought-out. Overlap on the cam looks good, durations and LSA look good, lift looks good, valve timing events look good, and install point looks good for the application (less or no advance). I'll give more comments/observations later. Gary ---------- Post added at 01:44 PM ---------- Previous post was at 01:12 PM ---------- Smaller cams have a bit more leeway in terms of where the durations and LSA can be without cutting too far into the compression and combustion cycles. What this means is that the smaller the cam is, the more exhaust emphasis can be added. This plays well into the engine design in general because smaller usually equals less that will be typically done to the engine to decrease the need for exhaust emphasis, while the opposite becomes true as the camshaft gets larger and more is done to the engine to accommodate the cam. This is one reason why adding a larger camshaft without doing anything else to the engine can actually harm performance rather than increase it. As mild as your cam is, the exhaust could have had a bit more exhaust emphasis added, particularly since your heads aren't ported and therefore will (probably) have less than ideal I/E ratio for a straight pattern design. This could be remedied by doing some port work to the heads, particularly to the exhaust runners, to increase the ratio--or at least make sure headers or a very well-flowing system for exhaust evacuation is utilized. If it were me (and upon my still-limited, albeit growing, knowledge) I would have added a bit of duration (not much) and more lift to exhaust lobes. More lift than duration (much like how the Crower level 3 does). Adding more duration to exhaust would mean altering other aspects of the cam though, to make sure overlap remains around the same. Overall though, I think the cam will be fine as long as you make sure the head runner I/E ratios are as close to 75% as you can get and use a free-flowing exhaust. Make sure the ICL is 2* advance as the timing events suggest, or straight up. 2* advance would work well since the timing chain will stretch over time and eventually put it (closer) to around straight up. More later possibly, depending on how much time I have and/or if this ice storm doesn't cause power outages that (could potentially) last for days. That would SUCK... Gary
Hi Gary. I'm gonna try that Crower Cam. If I don't like it I'll put the Poston cam back in. And Yes, I'm keeping the lifters in order. PONCH Also, where do You live? We're supposed to get some nasty Weather too. Also, Also, Jim, Good to see you back on here.
I'm in Clarksville, TN, which is close to the Kentucky border NW of Nashville. I'm originally from Ohio, but I've been around the USA a bit. No power outages in my area so far. Storm's past, and there's some ice on the trees and power lines, but doesn't look too bad.
