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Discussion Starter #1 (Edited)
Special thanks to Transzex for whom most of this information comes. Also thanks to our other members who have contributed in one way or another to the following posts and information.

Advancing my timing question
http://www.d-series.org/forums/showthread.php?t=13789
Transzex:

1) Igntion timing.......advancing the ignition timing beyond 2-3 degress of stock setting may require a higher octane gasoline to prevent pinging/detonation

2) Cam timing...........advancing the cam timing will trap MORE air/fuel mix in the cylinder at low-mid rpms. The result will be higher combustion pressures. This may require a higher octane gas also. You can advanced the cam too far and damage the vales.

3)worst case issue........advancing the cam timing without readjusting the igntion timing afterwards will equal a combo of 1) and 2) and you can hurt parts.

Tunning with a zex 53900
http://www.d-series.org/forums/showthread.php?t=10496
mark7901-
Quote:
Originally Posted by OZ Racing
either way you still see a power gain on NA setups..

mine is at 2 deg retard @ 18 BTDC

I thought advancing your timing on stock would produce power gains....but retarding does as well?
DOHCDX-
Quote:
Originally Posted by transzex
1 degree retard, 19 BTDC ignition timing for NA.


you're missing mista's point. there is cam timing, and ignition timing. two separately adjustable timing points.

mista is saying run -1deg on the cam gear, and 19deg BTDC on the ignition timing.

transzex-
yep, exactly.


 

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Discussion Starter #2 (Edited)
The Great Half-Tooth debate:
"You walk 1/2 way into a forest, are you 1/2 way in or 1/2 way out???"
-transzex

Thank you to transex who this info is from.:
installed a6 cam in b2 problems need help.
http://www.d-series.org/forums/showthread.php?t=8404
Transzex
the D15 block is shorter in height than the D16, thus causing a half tooth error in the cam indexing.

This is why you have to index the D16 motors with the 7 o'clock pointer.

360 degrees / 38 teeth cam gear = 9.5 degees

cam spins as 1/2 crank speed, so 9.5 degrees / 2 = 4.75 degrees, or a half tooth.

From the same thread:


Quote:
Originally Posted by slowdxracer
hey just a quick question. i am planning to do the same thing he is doing but my engine is a d15b7. does the 5 degress advance or retard apply to my engine too? thanx


It is 4.75 degrees, and yes the same applies for the D15B7.

The motor I figured all this crap out on!!!!!!

D15B7/A6 crack monster........

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a6 cam in a d15b7 head, will it work?
http://www.d-series.org/forums/showthread.php?t=8835

Transzex:
The only dynograph I know off that shows the power difference of both cam settings.


From Sept 1999.......






Adjustible cam timming
http://www.d-series.org/forums/showthread.php?t=9408
Transzex
:
is the DC cam gear for 92-95 and your putting it on a 98 motor??????
1/2 tooth error.

Cam gear and timing
http://www.d-series.org/forums/showthread.php?t=14176
Transzex
Z6 cam in a Y8 motor?
1/2 tooth error again.
 

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Discussion Starter #3 (Edited)
Camgear. Worthless, as I've read.
http://www.d-series.org/forums/showthread.php?t=11635

Moose:
As Bone Mentioned, a camgear does have a decent effect on SOHC power curves ... I did the Dyno Pulls below to find out what cam gear setting had on my mild D16Z6 ... A picture is worth a thousand words ....

Blue curves: D16Z6 engine, modified Z6 exhaust manifold, cold air intake, 2.25'' mandrel bent exhaust, HiFlow Cat, Zex 59300 cam, Y8 intake manifold, B18b throttle body,stock fuel and ignition maps, Cam - 0, Ignition timing at 18 btdc

Red curves: D16Z6 engine, modified Z6 exhaust manifold, cold air intake, 2.25'' mandrel bent exhaust, HiFlow Cat, Zex 59300 cam, Y8 intake manifold, B18b throttle body, stock fuel and ignition map, Cam 2 degree advanced, Ignition timing at 18 btdc

Green curves: D16Z6 engine, modified Z6 exhaust manifold, cold air intake, 2.25'' mandrel bent exhaust, HiFlow Cat, Zex 59300 cam, Y8 intake manifold, B18b throttle body, stock fuel and ignition map,Cam 2 degree retarded, Ignition timing at 18 btdc

With a bit more fine tuning in 1/2 degree intervals I might have been able to get a bit more high rpm power.





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Question about the z6/y8 cam gears...
http://www.d-series.org/forums/showthread.php?t=7291
inquiry on d16y8 cam gears
http://www.d-series.org/forums/showthread.php?t=7533
Tunning with a zex 53900
http://www.d-series.org/forums/showthread.php?t=10496
y7 and right cam gear choice ?
http://www.d-series.org/forums/showthread.php?t=10181
tuning, advice?
http://www.d-series.org/forums/showthread.php?t=9836
 

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Discussion Starter #4 (Edited)
Adjustible cam timing
http://www.d-series.org/forums/showthread.php?t=9408

builthatch:

DC stopped making cam gears about a year before they were bought out by AEM...DC had a firesale for old stock and that is why you can see these cam gears for such low prices nowadays, however, there is another reason they stopped making them, and this reason is detailed below. I actually made a claim to AEM about it last spring, and after a back and forth with AEM tech Robert Greene, the error i detailed was confirmed and i finally was rewarded with a CORRECTLY indexed AEM unit to replace the erroneous DC cog.

stock Y8 gear- note keyway is offset from vertical axis, however, TDC mark and side marks form perfect cross. CORRECT for Y8


AEM Y8 gear- exact match to OE gear, CORRECT for Y8


DC Y8 gear- note, like the stock y8 gear, side marks are on-point and keyway is offset, BUT, note that TDC marks are 4 degs away from vertical axis of stock y8 gear, though sides match. INCORRECT for everything


AEM Z6 gear- note vertical axis bisects keyway CORRECT for Z6


Yet another erroneous gear. Golden Eagle piece for a y8, yet compare it to the Z6 gear up top, no difference!...no offset keyway, nothing...WEAK!
 
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Happen to have anything on when assembling a motor, how to get all the timing correct and ready for start up...?
 

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1 Cam Wonder said:
Happen to have anything on when assembling a motor, how to get all the timing correct and ready for start up...?
lone crank mark (will be seperate from the group of marks used for ignition timing) must be aligned with "v" pointer on lower timing belt cover, and cam sprocket (hopefully you have the correct one for the head/cam combo) "up" or "0" (zero) mark at approx. 12 o'clock and if it's an aftermarket piece, both side marks (3 & 9 o'clock) should be inline with the head edges on either side- this will give you perfect static timing...

Ignition timing upon startup is not as important, just put the distributor in the center and once it is warmed up, jump the service jumper and set the ignition timing to a setting appropriate for the compression.
 
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