I've been using Wix filters for years now and I concur.
On 17 Dec 2018, at 21:50, "[email protected]" <[email protected]> wrote:In a message dated 12/17/2018 3:16:43 PM Central Standard Time, carloxxxxxxxxxxwrites:
Hopefully I will be through with my questions to you soon.
Is it possible to use these two carburettors as a pair on one motor 45DCOE13 (1D) and 45DCOE9 (4C)?
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In a message dated 12/19/2018 1:17:31 AM Central Standard Time, carloxxxxxx writes:
Another question please - would you share the modifications I would have to make to the carburettors in order to get to the 220 -230 bhp level?
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Advancing the intake cam timing via the VVT increases overlap which can aid in low/midrange power (at the expense of high end).
Jim, actually that`s backward.
On the intake side, advancing the cam & increasing overlap reduces the low end fuel load, (out the exh during overlap) reducing combustion pressures (reducing torque) and resulting in late closing of the intake valve which increases reversion into the intake tract and as Jim Steck has pointed out results in a already fuel loaded mass of air passing through the Aux-venturi results in a overly rich mix that shows up on the AFRs at about 3000-5000 RPM depending on intake design.
Retarding the intake cam timing results in less overlap, (more fuel/air mix,in the cylinder, more combustion pressure (torque (& HP) both at lower and higher RPMS.
On the exhaust side, retarding the cam say to 102 LC, will open the exhaust valve later which lengthens the power stroke (more torque/HP).
BUT the factor that cant be ignored is cam lobe design. If the lobes are Typical Alfa factory cams with lots of overlap the cam timing events have to be timed differently to maximize the valve opening where flow is best, with the timing of the piston speed/position so that valve lift is optimized with the draw from the vacuum of the piston`s downward movement.
In the world of single cam engines where intake and exh lobes are fixed on the cam, the rule of thumb is to advance the cams "Centerline" (Center of the cams Lobe Separation Angle (LSA, which when correctly matched will have a larger LSA for long runner intake systems and smaller for short runner systems)
Typically below a 103 LSA (Int LC + Exh LC divided by 2) is considered extremely tight. Most cams built today have Much larger LSAs, 105-112 depending on the lobe design on both and particularly the ramp rate (opening speed the valve.)
That`s why when I suggest abandoning the old factory specified LCs (of factory cams) of 102/102 for 104/104 or 105/105 owners report both better power/torque and overall HP.
All my cams typically are best in the 105 LSA range, with LCs of 104/106 or 105/105 etc. depending on lobe & application.
A 99 LC on these VVT engines isn`t getting the optimum from these motors, The VVT is a Emission designed unit with too much advance built into the device. They can be modified with shims to reduce overall advance degrees (from 7 degrees to less advance)
But Idle to 1500 RPM is the target emission point being addressed so they retard the int cam too much(as well as the exh cam at 102LC) to reduce overlap and then advance it too far, so the engine can make enough power to have a sellable automobile, that still barely makes enough power to pull a greasy string out of a cat`s a$$.
10548 03200 “ 01" (Cam Data .401 Max Lift 10.2 mm lobe liftChoosing LCs
Read the latest post on my Technical Questions or the Dynoed my 86 Spider thread today.
What others with cam designs totally different from any other doesn`t have any application to your engine.
What is your engine, induction lengths, use, cams installed, VVT or not, these are the factors that determine where to set cams.
As I posted Stock Alfa cams have excessive overlap at 102/102 if that`s what you have.
It`s X-mas -1 and I`m bored so here`s some info
Here`s the Best of Alfa`s production cams the 10548-01 and
Ed`s current cams in red Intake/exh
Well, it`s pretty simple to do, but don`t use a solenoid VVT for it without internal modifications.My motor with big cams and 45DCOE's could use some help below about 2700 rpm and if I were doing a custom VVT it would retard the intake cam at about that point. I would not use throttle position to activate it.
Why? If you use the oil pressure outlet at # 2 and the similar undrilled boss at # 4 on the left side you would go under the studs. If they drilled higher the stud would block the oil passage.When I had my block drilled to oil the 2 & 4 main bearings,
[/QUOTE]I caution the use of a straight 90 degree opening of the seats. First due to reduction in material strength with heat loading, and 45 or 50 degree seats will mushroom the surface due to the high angle pounding. Leaving the upper surface smaller in width (larger initial opening) with a 30 degree seat, has less "wedging" force plus the flow benefit of the opening. Basically thin walled seats tend to fail. Which destroys a head, piston, liner and possibly more. I know from exposure...
alphil said:I'm converting a split-case 4speed to a non-moly syncro 5speed.Can I use a moly dog gear (from an early NOS needle bearing 5th)in the split case non-moly gearbox? Also,the SC 4speed has three same size detent springs/retainers whereas the 5speed uses a longer spring/retainer for 5/R.detent,what's the point and should it be changed out? Thanks for anything,Phil
I dropped the lower pan and cut the aluminum baffles on the front left side with a reciprocating saw. The parts had points that couldn`t be cut and a hammer removed the section at those points as the structure was weakened.. Then washed down the underside of the engine with brake clean to clear the aluminum debris.Cosimo said:Hi Richard,
Way back in Sept. you posted a few pictures of a modified upper oil pan on my "Another Oil Pressure..." thread.
It looks like you've modified a few of these and if you have time and don't mind, I'd love to know how you've tackled the mod, especially if you've done it with the engine and upper pan still in the car.