Best Camphase to suit engine's

[engybenjy]

I can't see a problem with posting up anything, if it's on the net then it's just getting their name out there to a whole bunch of enthusiasts who are potentially going to buy their product. I am sure admin will correct anything that isn't quite right - got the heads off the 318 /need more hours in the day

[VX L67 Getrag]

Mod's just take it down if any issues, I thought it was interesting though!

VCM 21 Camshaft Reports / Reviews / Results

With so much talk about camshafts - what works, what doesn't, who has the biggest, which one sounds the toughest, which is best on fuel, and the list goes on, we figured it wouldn't be a bad time to expand on comments I made a little while ago about replacing a largish cam in a 6.2 with our 'baby VCM9 and the inherent gains in performance and customer satisfaction.

Another of our smaller camshafts; the VCM-21, is suitable for both manual and automatic backed engines, the latter running a stock converter.

In turn this, and the aforementioned VCM-9, are the main profiles we recommend for auto equipped vehicles where an owner doesn't want to go the high stall route.

And let's face it; mixing camshafts with high stall converters = a significant increase in fuel use (around town).

Alternatively, grinds such as those talked about here don't have much of an effect on fuel consumption aside from those times when significant amounts of time are spent idling in traffic. But even then the difference is not great.

Specs
VCM-9 217 / 217 .600" / .590" 112 lsa
VCM-21 217 / 225 .600" .578" 113 lsa

We believe that creating 'the right' camshaft profile reaps rewards that not only seemingly defy logic, but in the process shut up the doom sayers.

We've proven time and time again that big is, more often than not, worse. There are of course times when a big camshaft is exactly what a customer needs - or more to the point, wants.

Smaller, though, often delivers great results without the heartache of worrying what My Plod may say when pulling up to the lights beside your 'lumpy' car, fuel usage issues, crankiness and so it goes.

Sample 1
VE Clubsport Auto 6.2 - stock
Initial runs resulted in a lowish 213.5 rwkW (remembering that it doesn't matter what the figure kicks off at, more to the point is the gain and the driveability that matters) Fitting a full VCM exhaust of 1 3/4" tri-y headers/cats and twin 2.5" cat-back, VCM OTR and VCM-21 camshaft liberated a not insignificant 76 rear wheel kilowatt, and 170 Nm gain. Add to this how the torque increase remains flat across the board with the worst case increase of 100Nm but with more than 150Nm almost everywhere else.

Sample 2
VE SS-V Ute 6.0 - Tune, VCM OTR, headers/cats and twin 3" system. We had previously fitted our OTR etc (as shown above) and most recently a 3.7 diff ratio (you see this in the dyno graph with the latter run falling off earlier). The 'First Round' Figure came in at 238 rwkW, then with the VCM-21 in place the 6.0-litre jumped up to an impressive 291rwkW for a 53 rwkW along with a massive 195 Nm gain. Bottom line: A 50 or so rwkW gain is not to be sneezed at. However what is even more significant is that both samples 'leave the hole' like scalded cats. It's no wonder the owners are rapt in the result.

Cam Selection
As already stated, a bigger camshaft will often (but not always) deliver more power - but there are sacrifices to be made. For example, opting for something like a VCM-7 (232/234 .590", 112) which is quite a large camshaft, typically reaps around 310-320+ rwkW in a 6.0-litre manual. However fitting this cam to an auto dictates it must be equipped with a 3000rpm high stall converter - the result of which - on paper at least - is a rear wheel figure as much as 20 kW lower.
So one must question... is an aggressive camshaft really what you need?

[engybenjy]

Well I pulled apart the 318 and had a bit of a measure up of everything and it is very standard in the bottom end and very worn out. The heads and inlet manifold have already been upgraded to Edelbrock alloy heads and a dual plane inlet. The exhaust has extractors that fitted poorly but with a lot of cutting, heating, bending and fabricating they should work OK.
I have done some measuring of volumes and cams and the volumes are good but I reckon the cam is that worn its just an idea of what's what so here it is..

Inlet seat to seat.. opens 0 BTDC/ closes 42 ABDC
Inlet @.050".. opens 25 ATDC / closes 26 ABDC
Exhaust seat to seat opens 47 ABDC closes 20 ATDC
Exhaust @ .050" opens 22.5 BBDC closes 13 BTDC

inlet lobe lift .229"
exhaust lobe lift .245"
Inlet lobe centre is on 115

Bore 3.910" / stroke 3.313"
Piston volume ATDC 15.6cc
Cylinder head volume 63 cc
gasket 7.75 cc


conrod length is 6.1"

you can see that with those figures it's not going to be hard to make it go! Also the piston is .057" below the deck at top dead centre so there is going to be some options for moving the compression ratio around. Anyway I will grab a screen shot off the dyno to look at so you have a before and after and start making some decisions on parts next week on pistons etc. It may take a month or two to get it all back together as the engine bay is to be restored and rewired so I will have to get in some help.