Exhaust Camshafts.

[bpd1151]

These are the results of my CNC ported heads before and After. View attachment 86081

Boy that sheet looks mighty familiar.

Hmmmm.....

Sent from my SM-N986U1 using Tapatalk

 

[Majestic]

Yet the Turbo Coupe was detuned.

As a LONG time owner of SVOs, I can tell you that the SVO was a "turned-up" version of the Lima motor. The TC, XR4ti, GT Turbo, etc. all had the same engine. The SVO was the first to gain an intercooler and the large VAM, but the internals were the same. Many SVO owners actually swapped the ECM from at 87/88 TC for smoother idle and better power.

Anyway, this has nothing to do with this thread so I'll drop it.

 

[Bluezone]

Yet the Turbo Coupe was detuned.

Pontiac did something similar to detune. In their case it was the firebird and the GTO.
Pontiac - GTO more better car.
Same engines used, but the Firebird had a movement restrictor on the secondary throttles of the four barrel. This limited the horsepower output by limiting total air flow.

 

[Bluezone]

I wonder what these could be?



Looks like the published n a camshaft specs are correct. No idea how many miles are on these. But they're actually ever so slightly above spec.
Yes I got a project for the weekend, trying to figure out the duration and timing. Anyone have a set of EcoBoost exhaust camshafts that they can do Precision measurement on?

Rear wheel drive Kelford cam specs for EcoBoost.

 

[802SHO]

I wonder what these could be?

View attachment 86161

Looks like the published n a camshaft specs are correct. No idea how many miles are on these. But they're actually ever so slightly above spec.View attachment 86162View attachment 86163
Yes I got a project for the weekend, trying to figure out the duration and timing. Anyone have a set of EcoBoost exhaust camshafts that they can do Precision measurement on?View attachment 86164

Rear wheel drive Kelford cam specs for EcoBoost.

Would love to have some stage 2 cams

 

[yaycandy]

Yet the Turbo Coupe was detuned.

Yea literally detuned. Iirc only the svo had the “change the tune on the fly switch”. Regular to premium fuel switch. Flipped to premium is a world of difference. Those engines are bullet proof. Lots of fun times in an svo tuned to 100octane with a garrett 2560r.

 

[Bluezone]

Watch this.

 

[Bluezone]

Okay I did some rough measurements @ 1 mm lift and total cam duration at 1 mm lift which is roughly .039" opening lift, to make it comparable. +/_ a couple degs.
226° duration .368 max lift.

Pretty close to exactly halfway between stage 1 and Stage 2 Kelford cams on the exhaust. This looks good.
I need someone with Measuring equipment and access to a set of front wheel drive EcoBoost exhaust cams? I need the lobe Center and total lift measured. This in regard to top dead center. Anyone chime in I don't really want to pull my valve covers off just to check this. Anyone who whines, reminder no one else has stepped up. Smart ***** hold your replies. Time to get involved, put up or shut up guys.

 

[Bluezone]

Okay I have installed the normally aspirated exhaust cams in my mks. I'm still waiting on the delivery of the three bar map sensor. From what I can tell from a log with the stock tune, wastegate duty cycle and throttle duty cycle are both down. I assume this is to try to keep torque demand Within the stock torque parameters. Won't know anything for sure until I get out to the track with the new map sensor. From what I've seen so far though gas mileage seems to have improved slightly.

 

[Bluezone]

This is the next experiment I'm trying. Regardless of whether or not the exhaust cams help.

 

[Bluezone]

Enough said.

 

[Bluezone]

Little roughing in work today.

 

[Jordan_R]

I like the mad scientist combinations going on

 

[Bluezone]

Okay I got the new manifold fitted up. Total Runner length to the valve is roughly 16 in. I'm just adjusting to odds and ends right now to get everything working together correctly. According to my figures they should peek out at around 6200 RPM. According to Auto Mafia racing, on the 3.7 with the turbocharger and slightly larger intake camshafts it is around 6,000 RPM for Peak.

About 2 inches shorter would be great for really revving out.

Why switch over to this particular manifold. Cuz the tune resonance allows more air flow at lower boost levels. So lower wastegate Duty cycle. One other thing to consider. Horsepower equals torque at RPM divided by 5252. The higher you Rev, the higher the horsepower. We are presently peaking out at around 5,000 rpm.
None of that actually really matters though. If you can hold torque production farther out in the Rev range. You can then raise the shift points. Gear ratios are torque multipliers. So the longer you can hold the lower gear ratio. The longer you're at the higher torque multiplication of that lower gear. This is all theoretical though until I get out to the track.

To get all this to work and fit in took a little bit of Ingenuity and careful selection of factory parts and other odds and ends.
Oh one more thing. These manifolds are only considered safe up to around 12 PSI. They are plastic.

 

[Devin]

Nice thread, following.

 

[Bluezone]

Okay some preliminary runs with the cams and intake installed. Looks like I have a few boost leaks to take care of. I have contacted Gearhead tuning to see if they can do revisions on the 87 and 91 octane tunes.

To me, under boost, it looks like slightly less ignition timing, less wastegate duty cycle, increased fuel flow pressure/injector duration duty cycle mapping, higher rpm shift points and perhaps reduced intake camshaft overlap at higher RPMs is necessary.
Seems to pull exceptionally good at just 9 PSI to 5900-6000 RPM. Yes it seems to be shifting early.

Wastegate Duty Cycle is mostly in the 50 to 60% range. Possibly due to increased exhaust cam duration timing and lift effects. N/A cam lobe centerline looks to be slightly r e t a r d e d compared to ecoboost exhaust cam. Need to double check it. Better for higher rpm if so. Maybe 2-3 degrees.

The throttle is closing during runs, due to excessive boost pressure, good Turbo spool.
Engine pulling strong to the shift point. Short-term fuel trim is in the 1.11 range. Likely 11% more airflow than expected by tune. So possibly 11% higher horsepower at boost level, with the intake resonance and exhaust flow improvements.

Long term fuel trim is slightly higher. Long term fuel trim should normally be 1.00. Short term fuel trim is nominally best in the .95 to 1.05 range to match necessary expected airflow. Short-term fuel trim being in the 1.11 range indicates greater than expected airflow. 7-11% airflow increase possible with intake air resonance/exhaustcam and wastegate duty cycle exhaust side scavenge/restriction improvements?

Engine feels torqueier off boost.
Intake tract noise is noticeable due to the strength of intake manifold pulse resonance tuning.
The force is strong in this one, indeed yes.

Knock sensor activity is normal at cruse, but up to + 4.00 WOT. So it needs less spark advance. Why i am getting 25 degrees of WOT advance with these mods is strange? Normally not this high under boost! 19 degrees before, using 91 octane.

I will have to double check but it looks like gas mileage might have improve slightly on the highway. In town, I'm too sure. Maybe a decrease.

Still early with this experiment. I will have to see what happens at the track, but I am hopeful.
All of this is subjective, but is as expected before installing these parts.

 

[HellCow]

Wow. Been thinking what your doing for a long time.

How did you get run the coolant line underneath the manifold?

I was considering using the cast lower, to weld and resurface the surface of the injector bungs.

 

[Bluezone]

Wow. Been thinking what your doing for a long time.

How did you get run the coolant line underneath the manifold?

I was considering using the cast lower, to weld and resurface the surface of the injector bungs.

I believe you're talking about the coolant transfer pipe that runs in valley below the cylinder heads. That had to be changed out. It's easy to remove from the normally aspirated engines but a royal pain in the asp on the EcoBoost engine.
Suggest learning new swear words.
As for the upper coolant transfer pipe that runs below the intake manifold. That's no longer there. I'm running a divorced thermostat housing. Pirated from an early normally normally aspirated 3.5 L. That is a cast cast aluminum piece.
The two-piece, meaning upper and lower normally aspirated manifold. From a combination of front-wheel drive and rear wheel drive platform manifolds. Is from 2013 up. The lower from the truck and Mustang are not appropriate for our use. The coolant transfer pipe runs through this. It only gets in the way. So a front-wheel drive lower manifold is necessary. Plus a 3/8 of an inch thick spacer.
The thermostat housing on the plastic manifold isn't appropriate because they changed one of the coolant Passage positions. It would be easier to use the later heads with this lower manifold. Of course I'm not doing that. Thus the early 2008 to 2012 normally aspirated thermostat housing.
The upper is from a 3.5 or 3.7 L normally aspirated F-150 or mustang. This is to have the throttle body in roughly the right position and orientation. All the bolt holes line up between these two pieces. Even the alignment dowels are perfectly in position.
Also a normally aspirated right hand/ rear valve cover is required. The EcoBoost valve cover is Too Tall with the oil separator for the PCV system.
This is just a rough and abbreviated version of all the changes. The fuel injector ports were plugged with nylon plugs. If I had had the time I would have gotten pipe plugs and threaded the ports to fill them. Also required is the cutting of a slot for the EcoBoost style lower manifold o-rings. The normally aspirated O-rings project Beyond the Edge of the Phenolic intake spacer.

 

[HellCow]

freakin awesome. What did you do for the bar sensor?

Love to see full pics of your set up.

Want to experiment next on a ATSV HPFP? I have some ideas..

 

[Bluezone]

freakin awesome. What did you do for the bar sensor?

Love to see full pics of your set up.

Want to experiment next on a ATSV HPFP? I have some ideas..

Well the map sensor is mounted on top of the manifold. I had to install a block and make mounting holes for that. There are some upper manifolds that have this mount in already but I'm not sure what year or vehicle.
Just a heads up on this. I'm trying this out on the very cheap. I probably don't have $100 Canadian invested in the cams and intake manifold and other used parts. Luckily I have a very friendly Auto Recycler nearby.
I'm experiencing a couple small oil leaks that I've been taking care of. Mainly due to variations in parts. Anyhow it takes about 10 minutes to get the upper manifold off. So I was doing that today to take care of one of the small leaks I was experiencing.


The setup is for testing purposes so form follows function. Definitely not pretty.
For the nice things about the nylon/ duralon intake manifold is it's easy to cool down. It does pick up heat on long drives though, with the way it sits close to the rear exhaust manifold. With the manifold cool and 8 to 10 PSI, intake temperatures can be roughly eight degrees. Fahrenheit over ambient.