where can i get a turbo cam for my sohc?
11-04-2005, 09:27 AM
#11
3.0 BAR
Thread Starter
Join Date: Sep 2005
Posts: 1,995
Re: where can i get a turbo cam for my sohc?
its just i'm not to sure about it...it sounds easy enough to do but how am i gonna heat it up? and i just use regular table salt in the cooling passage? then what? fill the block with the filler? how far up from the bottom of the block?
11-04-2005, 11:37 AM
#13
3.0 BAR
Thread Starter
Join Date: Sep 2005
Posts: 1,995
Re: where can i get a turbo cam for my sohc?
and ur like a peice of feces with peanuts...a pain in my ***... 
i read the post but didn't see where it said how far UP u fill it...it say how far from the top down u go...
i read the post but didn't see where it said how far UP u fill it...it say how far from the top down u go...
11-04-2005, 02:01 PM
#14
3.0 BAR
Join Date: Jan 2005
Posts: 1,537
Re: where can i get a turbo cam for my sohc?
Originally Posted by TurbodEG
and ur like a peice of feces with peanuts...a pain in my ***...
Originally Posted by Joseph Davis
Limit of a stock Z6 head, with the popular T04E compressors, is 400-ish whp. If you run a Holset that is good past 3.0 (~30 psi range) PR, you can make more power than that.
Effective knock limit for bone stock head is going to be in the 350 whp range. A cam may raise this limit some, but it's the last thing on a long list of items I'd opt for. I'd get, in order of priority:
1) merge collector manifold
2) stiffer exhaust valvesprings (helps keep the exhaust valves, which get pretty hot in a boosted setup, seated against the valve seat without bounce... which helps them transfer heat to the head)
...
34) a date with hotrex's ex gf
35) aftermarket SOHC turbo cam
36) watching hotrex **** in kevin's wife's cooter
Now. That being said. If you are wanting to spin the D16 higher... a good bit higher... and are willing to drop some jack on having the head done, good valvetrain, o/s valves... I'd run a moderate NA cam with a laggier turbo. The idea is to bring in the main portion of the boost event past the point where the naturally occuring torque peak starts to fall off. You generate less torque (which is an indication of cylinder filling and therefore engine compressive load, and cylinder charge density which is a good indication of how close to knock limit you are) but the higher rpms turn this into mutant hp. This is the difference between LS and GSR, is the reason why the GSR has a knock limit 100 whp higher, and why the GSR can hold more power with more reliability. To do this properly, it's going to take some money... the D16 bottom end is also going to have to be finessed a bit (read the Endyn article on assembling a D-series bottom end) to overcome oiling problems and to deal with the revs - it's not just all in the head.
You see, a drop in turbo cam without the whole enchilada is just the waste of a good chunk of money. hp per psi means nothing, it is a compressor limited situation where you make as much power as the compressor is good for regardless of what psi it occurs at, and a simple cam swap on D16 VTEC isn't going to raise your knock limit as much as spending that money on a merge collector manifold.
Effective knock limit for bone stock head is going to be in the 350 whp range. A cam may raise this limit some, but it's the last thing on a long list of items I'd opt for. I'd get, in order of priority:
1) merge collector manifold
2) stiffer exhaust valvesprings (helps keep the exhaust valves, which get pretty hot in a boosted setup, seated against the valve seat without bounce... which helps them transfer heat to the head)
...
34) a date with hotrex's ex gf
35) aftermarket SOHC turbo cam
36) watching hotrex **** in kevin's wife's cooter
Now. That being said. If you are wanting to spin the D16 higher... a good bit higher... and are willing to drop some jack on having the head done, good valvetrain, o/s valves... I'd run a moderate NA cam with a laggier turbo. The idea is to bring in the main portion of the boost event past the point where the naturally occuring torque peak starts to fall off. You generate less torque (which is an indication of cylinder filling and therefore engine compressive load, and cylinder charge density which is a good indication of how close to knock limit you are) but the higher rpms turn this into mutant hp. This is the difference between LS and GSR, is the reason why the GSR has a knock limit 100 whp higher, and why the GSR can hold more power with more reliability. To do this properly, it's going to take some money... the D16 bottom end is also going to have to be finessed a bit (read the Endyn article on assembling a D-series bottom end) to overcome oiling problems and to deal with the revs - it's not just all in the head.
You see, a drop in turbo cam without the whole enchilada is just the waste of a good chunk of money. hp per psi means nothing, it is a compressor limited situation where you make as much power as the compressor is good for regardless of what psi it occurs at, and a simple cam swap on D16 VTEC isn't going to raise your knock limit as much as spending that money on a merge collector manifold.
Thread
Thread Starter
Forum
Replies
Last Post
Wank.a.lot
General Discussion
39
10-25-2008 06:22 PM
juli0_bustamante
Turbo Parts For Sale
40
01-12-2006 10:34 PM
