CFM Adjustable Camshaft Gears

[SPEED6 KILLAH]

I have spoke to guys at CFM today about making Adjustable Camshaft Gears for are motor and there answer was we need a 100 people to buy in to it. They current make this Adjustable Camshaft Gears for the MZR N/A motors and Duratec motors
Now what the advantage
Factory camshaft timing differ between engines causing performance to vary. Machining differences in aftermarket camshafts and variances between installations will also cause performance to vary. CFM Performance adjustable cam gears allow optimization of camshaft timing to maximize engine performance. They can also be used to shift the engine's power band to different RPM ranges to meet different driving needs. They feature billet aluminum slides which are anodized black, precision cut steel ring gears, and six bolts for positive position retention. The slides are machined every two degrees for a total of +/- 10 degrees of adjustment.

[BobtailedSnail]

What would their average price be? and Is there any difference with the CDFP? Also
I'm guessing this does away with the VVT??

[SPEED6 KILLAH]

Originally Posted by BobtailedSnail What would their average price be? and Is there any difference with the CDFP? Also I'm guessing this does away with the VVT??

The average price would be $250.00. CDFP will still be working the same. Yes the take way your vvt. But you will also able to adj you exhaust side with this cam gears too.

[BobtailedSnail]

Sounds pretty awesome to me. I'm not well versed on our VVT system, but what would the drawback be to this? No matter how larger or small the disadvantage.

[pinkcheese]

There is no point to have an adjustable cam gear on the intake cam because you already have an adjustable one not just that but control over it while driving.

[SPEED6 KILLAH]

Originally Posted by pinkcheese There is no point to have an adjustable cam gear on the intake cam because you already have an adjustable one not just that but control over it while driving.

Yes you do have a point we do have a vvt on the intake side and it already adjustable now what about the exhaust side ? Last time I check we don't have a vvt there. Plush you will always have that constant powerband around.

[BobtailedSnail]

That's what I needed to hear. I was sort of confused at to why we needed this when we have VVT but that's only on the intake. Would we still keep the VVT and just have an adjustable exhaust cam gear or would the whole system have to be replaced?

[superskaterxes]

i would say exhaust cam only this would be a decent idea but we could benefit from new cams much more then a cam gear. i like where your head is at pablo! keep these ideas coming!

[SPEED6 KILLAH]

Originally Posted by superskaterxes i would say exhaust cam only this would be a decent idea but we could benefit from new cams much more then a cam gear. i like where your head is at pablo! keep these ideas coming!

I was think the samething the exhaust cam only but how would it react in advance/retard this is the the big ? When have a vvt actuator on the intake side.

Now as for cams I'm currently working on something that you guys will really like. But that another soon to come thread.

[BobtailedSnail]

Yeah he's got a couple awesome threads floating around here.

[Celestspeed3]

I dont think these are necessary at all. If you want to adjust the exhaust cam phasing just loosen of the center bolt of the exhaust cam gear, rotate the cam and tighten back up. All you would need to do is get the back side of the stock gear etched with the degree markers. They would have to be etched 360 degrees around the sprocket and the cam would need just one mark. This way after you time your motor, you can dial in the amount of advance/retard is in the cam.

Aside from having to do it, I don't think its totally necessary. Most cars havew the VVT on the intake cam and that is where it is useful. I doubt there would be little gains if any playing with the cam phasing of the exhaust cam. It's not like we have NA motors and we are trying to squeeze every last HP ou of them like some Honda motors.

I would say if you want to push the limits of the platform, money will be well spent and your best return on investment will be in fuel control, and fuel management. A reliable port injection setup or further advancements in the current DI setup should be where most of us are concerned at this point.

[rfinkle2]

Originally Posted by Celestspeed3 I dont think these are necessary at all. If you want to adjust the exhaust cam phasing just loosen of the center bolt of the exhaust cam gear, rotate the cam and tighten back up. All you would need to do is get the back side of the stock gear etched with the degree markers. They would have to be etched 360 degrees around the sprocket and the cam would need just one mark. This way after you time your motor, you can dial in the amount of advance/retard is in the cam. Aside from having to do it, I don't think its totally necessary. Most cars havew the VVT on the intake cam and that is where it is useful. I doubt there would be little gains if any playing with the cam phasing of the exhaust cam. It's not like we have NA motors and we are trying to squeeze every last HP ou of them like some Honda motors. I would say if you want to push the limits of the platform, money will be well spent and your best return on investment will be in fuel control, and fuel management. A reliable port injection setup or further advancements in the current DI setup should be where most of us are concerned at this point.

I appreciate your input and experience, and Pablo's as well. He is working on everything, including the necessary fueling LOL.

One thing the VVT does do well is help to spool the larger turbos, but from the intake aspect... as discussed, I'm not sure what the exhaust phasing would result in.

[Chimmike]

@SPEED6 KILLAH

Call Unorthodox Racing, they're up in NY, might be willing to do it for less guaranteed sets

[Tokay444]

Originally Posted by pinkcheese There is no point to have an adjustable cam gear on the intake cam because you already have an adjustable one not just that but control over it while driving.

Correction.
We have a VVT that shits the fucking bed right around 50k.
So I agree. This is a great idea.

[Nitr0EngiE]

ahem ... DCR .... PTP both have bullet proof VVT

[NJSPEED3]

Ohh you mean real cams and not some bullshit regrind job? awesome cant wait to hear...

[pinkcheese]

Just upgrade if you have VVT problems. If you feel like it is a lack luster system try driving around without it, just unplug the solenoid and see what happens. This should give you a test to determine if you want to lose it for cam gears with fixed positioning. My money is on you wont go more than one wot pull without plugging the solenoid back in. The gains VVT offers are incredible and only get better with bigger cams trust me I know this one for a fact.

[Tokay444]

I've already ordered the dcr.
Well, trying anyway.
They haven't returned my last couple emails.

[greg08]

word. cams and injectors

[06Speed6]

Exhaust cam phasing is for ricers that want something bling on their exhaust cam. Exhaust is pushed out of the cyl by the piston so it doesnt need much to keep up with the intake side. The only thing that really helps the exhaust side is larger valves, head porting, or longer duration/ bigger lift cams and adjustable cam spockets dont help with that.

The intake side is a different animal, air is being pulled into the cyl by the piston or its being pushed in by the turbo. When it is being pulled into the cyl the intake cam phasing is critical because you want the max cam lift to be slightly after tdc and extend as close to bdc as possible. When air is being pushed into the cyl around the 20psi that alot of us run, I dont know that it makes a hill of beans worth of difference what the cam phasing is. Since we have a vvt, we really dont need a non adjustable cam gear, its pretty low tech compaired to what we have.

[timjs]

Originally Posted by 06Speed6 Exhaust cam phasing is for ricers that want something bling on their exhaust cam. Exhaust is pushed out of the cyl by the piston so it doesnt need much to keep up with the intake side. The only thing that really helps the exhaust side is larger valves, head porting, or longer duration/ bigger lift cams and adjustable cam spockets dont help with that. The intake side is a different animal, air is being pulled into the cyl by the piston or its being pushed in by the turbo. When it is being pulled into the cyl the intake cam phasing is critical because you want the max cam lift to be slightly after tdc and extend as close to bdc as possible. When air is being pushed into the cyl around the 20psi that alot of us run, I dont know that it makes a hill of beans worth of difference what the cam phasing is. Since we have a vvt, we really dont need a non adjustable cam gear, its pretty low tech compaired to what we have.

This ^^^

Variable exhaust timing is for emissions. It can be used for an "EGR effect" eliminating the need for an EGR system.

An adjustable exhaust sprocket would be pointless.

Also guys, there's nothing wrong with the Mazda VVT...it's a revised part and doesn't have the failure problem anymore.

[Chimmike]

Also, the stock VVT has been fixed. Still don't know why people still think the new oem vvt actuator shits the bed. It's pretty much 2007-earlier VVT's, maybe a couple 2008's.

[Tokay444]

I hope you're right, because Darrel Cox Racing doesn't like to answer emails more than once a week, and even when they do, it's doesn't include answers to the perdinent questions I posses about buying one.
You'd think if someone shows interest in your product, you'd bend over backwards to sell it to them.

[Tokay444]

Thanks.
But it's still 100 bucks more than the dcr.

[timjs]

I was referring to anyone who has an updated VVT already and is thinking of "upgrading" to an aftermarket one.

[SPEED6 KILLAH]

Of course the dcr and PTP will work because no one have try to rev over 8k

[BobtailedSnail]

What exactly is holding us back from revving higher? I know we have a long stroke but that can't be the majority of the reason.

[Tokay444]

Valve float.

[dooderek]

lol why is this in the 3 section, should it not concern both?

[NJSPEED3]

move it

[pinkcheese]

for higher power fuel runs out for you guys as well at higher Rpm's. The stroke isn't that much of an issue, for something like 8,000Rpms. Could possibly push it to 8,500 Rpm's without to much special modding. I wouldn't push these engines to 9,000Rpm though. I do know of some race teams pushing the bottom end with upgraded internals obviously to 14,500RPM but that is a full race engine worth more than these cars fully loaded off the showroom floor.

[dooderek]

moved

[greg08]

you nvr know. this may be a really big area we should try to get to..

[06Speed6]

Our stroke is too long for high rpm use, 8000 rpm is really high for the street. Also our tb, head, and cams choke for high rpm use. Our injectors cant support much at those rpms, and our trans syncros have a tough time shifting that high.