I checked that the Kent Adjustable Cam Pulleys were indeed fitted :
It looks like the pulleys were both set to 0° because I had no issue inserting the Cam Locking Tool in the 2 shaft slots, when the crank had been turned up to TDC.
I was half-expecting to have to reset the pulleys to 0°, because I guess if they had been set to "some value" before, both shafts would have been slightly turned and I woudn't have been able to insert the locking tool @ TDC, if I'm not mistaken...
Am I right on this ?
The cams are supposed to be some Kent KC FZ1802 R, but I did not see any marking. Is there any reference on those cams ?
They are supposed to be "sport" oriented with a longer and higher lift, compared to genuine Ford Cams.
Link : Kent Cams FZ18002K Sports 27 R
ScreenShot :
It says "approx 14bhp power increase" so I'm very happy : 144hp instead of the 130hp for a stock Zetec Silvertop !
Those guys from Kent Sales Department are doing a fine job, aren't they ?
So, my question to engine combustion specialists is :
Which settings are possible and what effects shall be expected ?
I guess the first answer I'll get will be : "Take your car to a rolling road specialist and he'll adjust it to the best possible values !"
and that would make a lot of sense, but I like to understand how things works and, if possible, rather have a DIY approach.
I knew that settings can be made when a main purpose has been defined :
- Road use Vs Track use
- Power Vs Torque
- Prefered RMPs are Low Vs High
but I wasn't sure which settings to make.
I googled quickly and found this link which is very interesting because very simple to understand !
Link : CompCams
PDF download link here : ValveTimingSettings.pdf
ScreenShot :
So now it's a little clearer in my mind but I still have no idea how much ° I should move the Intake and Exhaust cams.
My main use of the car is on roads for small and long roads trips, even though I occasionally go for Track Days but I'd rather have "Low End Torque" than "High RPM Power", so I guess I have to go for an "Advanced Intake" and "Smaller Lobe Separation Angle".
According to this diagram and table, if I'm not mistaken, I want to :
- Advance intake Event, so turn Intake Shaft clockwise
- Reduce Lobe Separation Angle, so turn Exhaust Shaft counter-clockwise
...but I wonder if the angular shift shall be the same value on both shafts (opposite directions) or if one shall be shifted more than the other ?
What do you guys think ?
hanks for your help !
[Edited on 2/4/2013 by ManuFromParis]
[Edited on 2/4/2013 by ManuFromParis]