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PostPosted: Wed Sep 16, 2009 11:37 pm 
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Does anyone know of any good places to buy a turbo grind cam for an L20B thesedays?

Have yet to email places like: Tighe cams, Wade Cams or Crow or Crane cams etc.
Thought id check here first and see if anyone knew of any specs/prices etc.
cheers,
Nick.


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PostPosted: Thu Sep 17, 2009 10:45 am 
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give me a call nick

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PostPosted: Thu Sep 17, 2009 11:49 am 
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Let me know what you find out - I'll be after one for my supercharged L18 eventually.

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PostPosted: Mon Sep 21, 2009 9:27 pm 
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Did you find anyone who makes em???

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PostPosted: Mon Sep 21, 2009 10:31 pm 
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Not on my priority list atm but I am going to start soon by listing the stock L20B cam specs and then start contacting cam manufacturers/regrinders etc and list what they recommend and theyre specs and decide from there.
The standard cam actually does a nice job atm and power is very linear even with 20psi.
I just couldnt help but wonder if it was possible get a bit more power with a custom cam that had more lift and less overlap etc.
If anyone has any L-series cam specs (std or turbo) they can list down in the meantime by all means post it up!


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PostPosted: Mon Sep 21, 2009 10:49 pm 
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Nisspro have found that they are getting better power figures with the Z18ET in Morrow's 1600 using the standard Z18ET camshaft. Especially using newer ball bearing turbo's.

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PostPosted: Tue Sep 29, 2009 7:35 pm 
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Well, i rang Tighe cams but they had packed up for the week. I rang Nizpro for the hell of it, the guy who answered the phone wasnt really sure what an L20B was! :shock:

Neville from 'Wade Cams' called me back and recommended their 733a cam to suit street turbo setups.
He said an all out race setup would be different.
He advised me the 733a cam had 35thou more lift and 25deg more duration than the standard cam. Cost of regrinding my cam was $102 'retail' plus postage etc.

Wade 733a specs: lobe lift IN and EXH = .320, Timing Ad Open Close = (EX)65-25, (IN)25-65, Duration @ .050 = 220, valve lift = .484, lobe Sep = 110, Smooth idle good torque 2000-5500rpm.

http://www.wadecams.com/




The lift sounds good but do i need 25deg more duration???


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PostPosted: Wed Sep 30, 2009 11:07 am 
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I have the 733a in my setup - drawthrough on 10psi. It seems to go good although i've nothing to compare it to. When I bought this cam it was for a high comp twin su setup and i just kept it for the draw through. I would have thought that there would be a specific turbo grind out there somewhere.


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PostPosted: Thu Oct 01, 2009 6:55 pm 
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nick wrote:
Well, I rang Tighe cams but they had packed up for the week. I rang Nizpro for the hell of it, the guy who answered the phone wasnt really sure what an L20B was! :shock:

Neville from 'Wade Cams' called me back and recommended their 733a cam to suit street turbo setups.
He said an all out race setup would be different.
He advised me the 733a cam had 35thou more lift and 25deg more duration than the standard cam. Cost of regrinding my cam was $102 'retail' plus postage etc.

Wade 733a specs: lobe lift IN and EXH = .320, Timing Ad Open Close = (EX)65-25, (IN)25-65, Duration @ .050 = 220, valve lift = .484, lobe Sep = 110, Smooth idle good torque 2000-5500rpm.

http://www.wadecams.com/

The lift sounds good but do I need 25deg more duration???
Nick, The lift & intake timing is ok.
Use std exhaust timing with the higher lift. 15-54
to make it easy
25-65-55-15
They have done this grind.

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PostPosted: Thu Oct 01, 2009 7:03 pm 
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Dave wrote:
Let me know what you find out - I'll be after one for my supercharged L18 eventually.
Supercharge cams are exactly the same as NA cams.
But given a std L20B cam ie max torque 4000 rpm max HP 6000 RPM
with a supercharged engine this would then be (Approx)
max torque 3600 RPM
Max HP 6600 RPM.
Works (wade) 72 is the go. Heaps of torque & lift off @ 4000
7600 plus RPM with grunt.

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PostPosted: Thu Oct 01, 2009 7:25 pm 
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Much appreciated Baz. Respect. :thumbsup:


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PostPosted: Wed Feb 04, 2015 2:35 pm 
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Ok this project has been pushed forward due to a recent head failure.
Seems like Wade cams have shut down since I started this thread.
Heres some more info ive found/collected recently:

CLIVE CAMS
270 duration
around .300” lift
112deg lsa
$122 regrind
$270 new

-------------------------

TIGHE CAMS
go bigger on exhaust cam
812C inlet with 359B exhaust.
i.e. 31,61 and 65,35
.495” lift
duration 272-280
$340 new
$260 regrind

------------------------------------

Stock L20B is
248 duration and
0.413" lift (at the valve)
the cam lobe lift would be around 0.275"?

-------------------

222-T Camshaft
Manufacturer Kelford Cams
264/264 duration, 10.90mm/10.90mm Lift. High performance camshaft made on wider lobe seperation to reduce overlap for Turbocharged applications.

------------------------------------

JUN CAMS
>High Lift Camshafts for L20/L28
="cam-dur">Duration
cam-lft">Lift
cam-lsa">LSA
="cam-bsc"
cam-dur">72 (288)
"cam-lft">8.2
cam-lsa">110
cam-bsc">31
pno">1004M-N080
JPY65,000">JPY70,200
for turbo

------------------------------------

SCHNEIDER CAMS
260-50F-12 Datsun 4 Cyl Camshaft

Your Price: $119.99 + Customer Core
Part Number: none
Grind Number: 260-50F-12
Intake Duration (gross): 260
Exhaust Duration (gross): 250
Intake Duration (.050”): 220
Exhaust Duration (.050”): 210
Intake Valve Lift*: .460"
Exhaust Valve Lift*: .460"
Lobe Separation: 112
Intake Valve Lash: .008"
Exhaust Valve Lash: .010"
RPM Range: 1800-6000

--------------------------------------

SCHNEIDER CAMS
270-60F-12 Datsun 4 Cyl Camshaft

Your Price: $119.99 + Customer Core
Part Number: none
Grind Number: 270-60F-12
Intake Duration (gross): 270
Exhaust Duration (gross): 260
Intake Duration (.050”): 230
Exhaust Duration (.050”): 220
Intake Valve Lift*: .460"
Exhaust Valve Lift*: .460"
Lobe Separation: 112
Intake Valve Lash: .008"
Exhaust Valve Lash: .010"
RPM Range: 2200-6400
*Based on 1.48 Rocker Arm Ratio

-------------------------------------------------

SCHNEIDER CAMS
284-70F-12 Datsun 4 Cyl Camshaft

Your Price: $119.99 + Customer Core
Part Number: none
Grind Number: 284-70F-12
Intake Duration (gross): 284
Exhaust Duration (gross): 270
Intake Duration (.050”): 238
Exhaust Duration (.050”): 230
Intake Valve Lift*: .488"
Exhaust Valve Lift*: .488"
Lobe Separation: 112
Intake Valve Lash: .008"
Exhaust Valve Lash: .010"
RPM Range: 2800-7000
*Based on 1.48 Rocker Arm Ratio

--------------------------------------------

ELGIN
U-20
SEAT DURATION 255
.050” DURATION 224
CAM LIFT.327
I .010
E .010
GOOD TURBO CAM FOR L-SER. MOTORS


-------------------------------------


Also here is some specs on L28 turbo cams for reference taken from American z-car forums:

The factory L28ET "B" grind cam has the following specs:
Inlet Duration: 240
Exhaust Duration: 248
Inlet Lift: 0.400 inch
Exhaust Lift: 0.416 inch

Z-gad developed his grind with a noticeable performance boost
Intake 490 lift 276 duration Lift
Exhaust 480 lift 266 duration
114* lobe center
44* overlap

Elgin Cam
Intake 480 lift 266 duration
Exhuast 480 lift 266 duration
112* lobe center
48* overlap
intake open was 21 degrees@50 and exhaust I believe if memory serves me correctly 72 degrees.

Isky cam
Intake 580 lift 290 duration
Exhuast 540 lift 270 duration
Lobe Center 114*
Overlap 55*

MSA Stage I (Schneider)
Intake .460 lift 260 durations lift
Exhuast .440 lift 250 duration


MSA Stage II (Schneider)
Intake .460 lift 270 durations lift
Exhuast .460 lift 260 duration

Schneider Stage III
Intake 488 lift 284 duration
Exhuast 488 lift 270 duration
Lobe 114

RaceTep
Intake 480 lift 272 duration
Exhuast 480 lift 274 exhuast

MSA Stage I
Inlet Duration: 260
Exhaust Duration: 250
Inlet Lift: 0.460 inch
Exhaust Lift: 0.440 inch

MSA Stage 2
Inlet Duration: 270
Exhaust Duration: 260
Inlet Lift: 0.460 inch
Exhaust Lift: 0.460 inch

Sinisha's cam
Inlet Duration: 270
Exhaust Duration: 256
Inlet Lift: 0.470 inch
Exhaust Lift: 0.420 inch


Last edited by nick on Thu Mar 12, 2015 11:29 pm, edited 2 times in total.

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PostPosted: Wed Feb 04, 2015 2:37 pm 
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Does anyone have any more input on turbo L-series cams?


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PostPosted: Wed Feb 04, 2015 6:59 pm 
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Rob Wards skyline turbo, would not make full boost in first & second.
Came up to full boost only in third. I changed the valve timing just 4 degrees.
Full boost in all gears & much better throttle response.

What follows is Racer Browns comments on turbo L series.
Most Yanks racing today lament his passing as he was the master of L camshafts.



Enter the turbocharger



The nature of this exhaust-driven supercharger requires a different approach, but not without reasons attached. Normally, effective intake duration can remain about the same as in an unsupercharged engine. If a change is indicated, it will usually be in the direction of later intake valve opening and sometimes later intake valve closing. The biggest change, and one that is relatively enormous, lies in the required effective exhaust valve duration. This should be short, SHORT, S-H-O-R-T! Even a double-throw-down, triple-whammy, flat-out turbocharged race engine for the turbocharger to work most efficiently - should have an effective exhaust valve duration of no more than the mid-270 degree range, very little overlap and as much valve lift as can be conveniently cranked into it, taking the dynamic stability of the exhaust cam lobe at maximum engine speed into consideration. Didn't know that, didja?



Remember:



A turbocharger works best as a function of the temperature and velocity of the exhaust gases, and the volume of exhaust gases is secondary. This strongly suggests late exhaust valve opening and early exhaust valve closing so that exhaust gases, in their purest form, can work on the turbo impeller, which is directly connected by the same shaft to the compressor impeller. This doesn't indicate that a turbocharged engine won't function with stock camshafts or those with a relatively long effective exhaust valve durations. It will. But longer exhaust valve durations have drastic effects on the average exhaust gas velocity and temperature. In addition, longer valve overlap periods permit fuel from the pressurised induction system to be pumped out the still-open exhaust valve, lowering exhaust gas temperature and density even further.

This is the primary reason why most stock-but-turbocharged engines feel like you've stepped on a wet sponge at low engine speeds; they're just plain soggy until there is enough of a blast of exhaust gases to wake up the turbo impeller which, in turn, wakes up the compressor impeller. So, for a moderately-turbocharged L-series Datsun road vehicle, effective exhaust valve durations should be in the low to mid-220 degree range and possibly a later opening intake valve. If you don't think this will put some instant muscle in your Datsun, try it.

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"R.I.P. Baz. 29 April 2022. Thank you for all your contributions to the Datsun community over the years. You will be missed." - OZDAT


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PostPosted: Tue Jun 16, 2020 9:53 pm 
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Kelford
Engine Make: Engine Model: Part Number:
NISSAN L SERIES 4cyl 185-T
Valve Clearance: Intake: 0.20mm Set HOT at the CAM
Exhaust:0.20mm Set HOT at the CAM
Cam Lift: Intake: 7.47mm Exhaust: 7.47mm
Rocker Ratio: Intake: 1.5 Exhaust: 1.5
Nett Valve Lift: Intake: 10.90mm Exhaust: 10.90mm
Advertised Duration @ 0.10mm Intake: 264 Exhaust: 264
Duration @ 1.00mm VALVE LIFT Intake: 232 Exhaust: 232
Timing @ 1.00mm VALVE LIFT IVO: 8 BTDC EVO: 52 BBDC
IVC: 44 ABDC EVC: 0 TDC
Suggested Centre Lines: Intake: 108 Exhaust: 116
VALVE Lift @ TDC Intake: 1.93mm Exhaust: 1.00




Engine Make: Engine Model: Part Number:
NISSAN L SERIES 6cyl 222-T
Valve Clearance: Intake: 0.20mm Set HOT at the CAM
Exhaust: 0.20mm Set HOT at the CAM

Cam Lift: Intake: 7.47mm Exhaust: 7.47mm
Rocker Ratio: Intake: 1.5 Exhaust: 1.5
Nett Valve Lift: Intake: 10.90mm Exhaust: 10.90mm
Advertised Duration @ 0.10mm Intake: 264 Exhaust: 264
Duration @ 1.00mm VALVE LIFT Intake: 232 Exhaust: 232
Timing @ 1.00mm VALVE LIFT IVO: 8 BTDC EVO: 52 BBDC
IVC: 44 ABDC EVC: 0 TDC
Suggested Centre Lines: Intake: 108 Exhaust: 116
VALVE Lift @ TDC Intake: 1.93mm Exhaust: 1.00


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