Discussion in 'Member's Garage' started by rob260, Dec 30, 2013.
Ha fair question -had to draw the line SOMEHERE...
More cool shit... my new head studs arrived today.
These are very custom ARP CA 625 plus. Around 27% stronger than 2000 series and fully corrosion and oxidisation resistant and good fatigue resistance.
No you can’t find these in the ARP catalogue. Yes can order in but will cost you over $1k/set.
I’ll be using these in the heads and L19 in the mains.
Now they look a bit nice.
Are the same torque specs used?
Should be able to give it more preload... I just had a look at ARP website and they only list specs for 220KSI fasteners. These are a 260-280KSI fastener so I might have to send them an email...
Those look lovely! I just used some normal ARP head studs on my Twincam rebuild and was impressed with the finish. Those are nearly too nice to hide in the engine
No real updates on my motor but I had a chance to compare the weight of cam assemblies as I’m packing up some parts for customers.
For starters the VTC intake sprocket assembly including the cover plates, o rings, and the cover plate screw is quite hefty at 1848g.
These cams are a VTC version of the intake cams I now have in my motor. It looks like I didn’t weigh the cams when I had them in hand but the VTC version comes in at 1714g. I would expect mine to be heavier as they don’t have oil channels etc.
And here’s where the money is. The whole VTC assembly including cam, sprocket, bolts, VTC springs, cover plates, screws and o rings comes in at 3652g. So I’ve cut down 1135g of rotating mass off the cam assembly -yes this is at the expense of VTC but hopeful that this will help with my overall goal to gain some more rpm to play with.
Lastly a couple of pics of where JUN hand engrave the specs on their cams. I remember this coming up a little while back when someone was trying to determine if some second hand cams were in fact JUN items -now you know how to check. These ones are going to a customer in Canada.
Got my hands on a JUN exhaust cam (partner set of the intakes above) to weigh today. 292g heavier than an intake.
Just in case anyone is still interested lol
For argument’s sake I also weighed a JUN solid intake gear and bolt.
Substantially lighter than the OEM intake gear but intake cam/solid sprocket combo is still about 480g heavier than exhaust cam/BDE sprocket combo.
Interesting stuff for people who dig data.
More new bits to collect dust. A few of you will know I’ve been involved with a group buy to get these Ash plenums to AUS. Nearly two years after dumping a significant amount of money into the venture we’re starting to see them arrive including this one I have set aside. Another piece in the “keep it spinning at high rpm” puzzle.
A few other members have these or have them on the way (about ten I think) but I’ll leave that to them to share or not share. I have ended up with a few spares but price tag starts at $2k... feel free to PM if interested in one.
Well F@&k that looks a bit sexy.
What are the benefits Rob?
Shorter runners are tuned for high RPM. In theory; the stock manifold is tuned for peak airflow at about 4500rpm (which is where the stock turbos peak). Keeping in mind that air flow through the plenum is dynamic and affected by the speed at which the valve at the other end of the runner is opening and closing. Most of the mods we do such as upgrading turbos, cams, other bits and pieces move peak volumetric efficiency into the higher rev range. The plenum will be better suited to high RPM.
The chart below shows some testing that Ash did. Yes a lot of it involves taking his word for it but the theory is sound and a fairly common place upgrade on other platforms so I'm confident.
Results asside they do look bloody good Rob, very glad your starting to get some arrive.
That plenum is just gorgeous.
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