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why aftermarket cams?
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Posted by Ubipa (more from Ubipa) on Tue, 12 Mar 2002 09:34:34 Share Post by Email
In Reply to: Dr Boost and others....head and intake swaping, Nathan [Profile/Gallery] , Tue, 12 Mar 2002 01:46:59
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90-92 9000 2.3L/ 90-93 900 2.1L cylhead(identical except the cams) and 2.1L intake manifold port matched are reasonably cheap ugrades rather than porting, but why go w/ aftermarket cams? The Sierra Cosworth RS500 engine was a 2.0L T3 that had a similar valve and port diameter but used 240 duration cams. I'm not sure of the lift, I tried searching for it but couldn't come up with much. Anyone know? This stock engine ran at 9psi w/8:1 compression and produced 224hp at 6,000 rpm/ 206 ft-lb at 4,500 rpm. The only difference other than the unkown lift was the cam profile only had a 16 degree overlap. The developed RS500 race engine later ran at 23psi and produced 498hp at 7,500 rpm/ 379ft-lb at 6000 using the same cam! From that perspective, if the valve lift is similar, doesn't it sound like reducing the overlap would be beneficial. Mixing the 90-93 9000 intake cam w/ an 85 900 exhaust cam would give you a set of 246 duration cams w/ a 23 degree overlap. The exhaust cam would also be advanced 3 degrees to improve performance. Another alternative is to just go w/ the stock c900T cams and get an adjustable cam gear.

Another bolt on would be a better boost and ignition controller. I've been studying the DI/APC units and it seems you could wire them into the LH 2.2, 2.4, and 2.4.2 FI ECU's. I've been working on a DIY page on how to do it but just haven't had the time. I will be integrating a DI/APC unit into my LH 2.4.2 soon. I'm going to wait to publish the page until everything is up and running.

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