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2011-2014 Mustangs
Engine/Tuning
Turbo Cam Tuning Question
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<blockquote data-quote="ajpturbo" data-source="post: 14041891" data-attributes="member: 159334"><p>Here is a piece from a tuning software suite for Honda's. Keep that in mind when reading the text when referring to redlines and when they mention that only the intake cam can be phased.</p><p> </p><p> But it seems like with turbos, manifold design is the factor when altering cam timing. The bottom paragraph is the most relevant I think to you.</p><p> </p><p> </p><p> </p><p> </p><p> <span style="font-family: 'Arial'"><strong>Tuning Guidelines</strong></span></p><p> In short, the better the breathing of the engine; intake, cams and exhaust, the greater the cam advance needed. There is no situation in which best overall performance is achieved by fixing the cam angle to just one setting or using manual cam adjustment wheels for the intake cam. There may be benefits to fitting and adjusting the exhaust camshaft angle, which is not under computer control. </p><p style="text-align: left"> <span style="color: #000000"><span style="font-family: 'Symbol'">·</span></span> With a naturally aspirated engine the cam advance should be set to maximum just after VTEC engagement until about 6500-7000 rpm. From 7000 rpm (where the cam advance should be near 50 degrees) to redline the cam is retarded back around 25 degrees. This procedure is correct for all commercially available after market cams at the date of release of this software, but camshafts which are substantially different from a Honda camshaft may require different settings.</p> <p style="text-align: left"> <span style="color: #000000"><span style="font-family: 'Symbol'">·</span></span> With a supercharged engine the cam advance needs to be set to maximum (50 degrees) throughout the rev range, with only a 10 degrees or so retard above 7000 rpm.</p> <p style="text-align: left"> <span style="color: #000000"><span style="font-family: 'Symbol'">·</span></span> With a turbocharged engine the cam advance generally needs to be less than stock. This is because a turbocharger generates much more exhaust back pressure than a naturally aspirated or supercharged configuration. The higher the back pressure the more cam retard is needed. With small turbos and stock catalytic converters you may need to retard the cam fully to 0 degrees at 8000 rpm. A log style turbo manifold results in a high VTEC point and low VTC angles - a manifold with longer, equal length, runners requires a lower VTEC point and higher VTC angles - closer to that which a naturally aspirate engine would require.</p></blockquote><p></p>
[QUOTE="ajpturbo, post: 14041891, member: 159334"] Here is a piece from a tuning software suite for Honda's. Keep that in mind when reading the text when referring to redlines and when they mention that only the intake cam can be phased. But it seems like with turbos, manifold design is the factor when altering cam timing. The bottom paragraph is the most relevant I think to you. [FONT=Arial][B]Tuning Guidelines[/B][/FONT] In short, the better the breathing of the engine; intake, cams and exhaust, the greater the cam advance needed. There is no situation in which best overall performance is achieved by fixing the cam angle to just one setting or using manual cam adjustment wheels for the intake cam. There may be benefits to fitting and adjusting the exhaust camshaft angle, which is not under computer control. [LEFT] [COLOR=#000000][FONT=Symbol]·[/FONT][/COLOR] With a naturally aspirated engine the cam advance should be set to maximum just after VTEC engagement until about 6500-7000 rpm. From 7000 rpm (where the cam advance should be near 50 degrees) to redline the cam is retarded back around 25 degrees. This procedure is correct for all commercially available after market cams at the date of release of this software, but camshafts which are substantially different from a Honda camshaft may require different settings.[/LEFT] [LEFT] [COLOR=#000000][FONT=Symbol]·[/FONT][/COLOR] With a supercharged engine the cam advance needs to be set to maximum (50 degrees) throughout the rev range, with only a 10 degrees or so retard above 7000 rpm.[/LEFT] [LEFT] [COLOR=#000000][FONT=Symbol]·[/FONT][/COLOR] With a turbocharged engine the cam advance generally needs to be less than stock. This is because a turbocharger generates much more exhaust back pressure than a naturally aspirated or supercharged configuration. The higher the back pressure the more cam retard is needed. With small turbos and stock catalytic converters you may need to retard the cam fully to 0 degrees at 8000 rpm. A log style turbo manifold results in a high VTEC point and low VTC angles - a manifold with longer, equal length, runners requires a lower VTEC point and higher VTC angles - closer to that which a naturally aspirate engine would require.[/LEFT] [/QUOTE]
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