Ben, yet again, you know how to explain such a difficult process, elequently. Man, if anybody out there is looking to learn, go to his school. I wish i had someone who could have explained it this easily to me, instead of learning these things the hard way 😂! Awesome video. Ill be sending sum customers here to better understand what we are talking about.
Thanks, as always, for another great classroom session and way to understand how to think about what is happening in a critical thinking context. This is a great supplement to thinking about the Billy Godbold book and what it offers!
It is quite gratifying making valve timing adjustments and viewing the effect on PV loops. This has been a great series so far, thanks for the effort in creating these videos!
Camshaft phasing can make a big difference. I have tuned numerous Nissan/Infiniti DOHC engines. The older VQs and VKs only had variable intake cam phasing. The later VQ35HR added exhaust phasing. The VQ37VHR and VK56VD both had VVEL as well. I added 40 ft/lbs of torque at the wheels on my 2011 M56S VK56VD with some dyno tuning of the VVEL and cam phasing. My 2007 G35 sedan gained 30 ft/lbs at the wheels from phasing changes. Nice part, all done electronically in real time. Even my old 5.6L Titan and my 4.0L Pathfiner responded well to intake changes alone.
Ben, stand your ground. We have your back. THIS INDUSTRY IS YOURS FOR THE TAKING! The industry needs you specifically, and your family. The rest of the gang you have aint to shabby eigther!
Great information! I've never tried tuning individual cylinders with lash, but I now believe there could be some powe/performance left on the table. I love engines that perform ferociously. Thank you for the information.
Ben, thanks for another great video, I didn’t realize lash could shift the valve events that much. Also, when I was first learning about cams I always compared advertised and @ 0.050 to get a sense of how much acceleration there was, now I have a term for that. I want to offer some ways to determine valve events when you only have camshaft specs (as many manufacturers online do). Btw LSA = (ICL + ECL)/2 IVC = ICL + (1/2 duration) - 180 IVO = ICL - (1/2 duration) EVC = ECL - (1/2 duration) EVO = ECL + (1/2 duration) - 180
I have a friend ( who is an elder Yoda of the industry) who did this for Aust' touring cars in the 60s and 70s by running the engine on the dyno at max torque RPM... loosening / tightening settings through holes in the rocker covers, finding best torque for individual cylinders and then repeating the process for max HP RPM . How he chose the final settings I don't know... The engine was a 351 4V Cleveland and was winner . She had 5 different lash settings !! depending valve location and he only had the torque dail on his dyno as data..knowledge is POWER
Wouldn’t the same be true if you run less lash, the cam will grow in the motor? I have been running .10 less lash for 20 years bullet cam recommended tighter lash to make the cam act bigger Thank you for the great content
What are the practical limits of this before damaging the valve train, and what can we expect on cylinder charge equalization per each two degrees? I assume this is not aplicable for endurance / circuit racing if you want parts to live, correct?
How much % of additional HP gain have you seen only adjusting "Lash" forget about Adv/Ret Cam you've seen on a Dyno prior to altering duty cycle's. Thanks for your time, good theory.
Then there's the volume and cross section profile/shape of the runner. Not just the length. Longer runner starts to tumble/stall easier, but the profile affects the stall. This happens when the air velocity inside the runner peaks. Valve pulse has an effect on this phenomenon too. It dissipates easier on a shorter runner, but the bowl shape has an effect on this. Now, as you mentioned, the lash effects your lobe's attack, how aggressively it starts to move your valve. This effects on how hard it "flicks" your valve. There's a word for this, but I've forgotten it, but the valve separates from the lobe at peak lift. This is where your springs usually give up. Valve float is the extreme form of this, this is when the valve is not closing at all anymore, just the lobe/rocker keeps punching the valve in mid way. Adding more lash makes the lobe profile more aggressive, floating the valve easier. Individual cylinders should have individual valve lash, based on number of reasons, but valve float is the thing to keep in mind when tinkering with lash.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
Love the intro, you speak facts. I've been tuning for 14 years and still learn something new every week, hence why I'm glued to your videos.
Ben, yet again, you know how to explain such a difficult process, elequently. Man, if anybody out there is looking to learn, go to his school. I wish i had someone who could have explained it this easily to me, instead of learning these things the hard way 😂! Awesome video. Ill be sending sum customers here to better understand what we are talking about.
A day with something learned, is a day well spent
Thanks, as always, for another great classroom session and way to understand how to think about what is happening in a critical thinking context. This is a great supplement to thinking about the Billy Godbold book and what it offers!
It is quite gratifying making valve timing adjustments and viewing the effect on PV loops. This has been a great series so far, thanks for the effort in creating these videos!
Camshaft phasing can make a big difference. I have tuned numerous Nissan/Infiniti DOHC engines. The older VQs and VKs only had variable intake cam phasing. The later VQ35HR added exhaust phasing. The VQ37VHR and VK56VD both had VVEL as well. I added 40 ft/lbs of torque at the wheels on my 2011 M56S VK56VD with some dyno tuning of the VVEL and cam phasing. My 2007 G35 sedan gained 30 ft/lbs at the wheels from phasing changes. Nice part, all done electronically in real time. Even my old 5.6L Titan and my 4.0L Pathfiner responded well to intake changes alone.
Ben, stand your ground. We have your back. THIS INDUSTRY IS YOURS FOR THE TAKING! The industry needs you specifically, and your family. The rest of the gang you have aint to shabby eigther!
I’ve never really thought about this before neat stuff. I love hearing about stuff like this.
Excellent explanation of a subject that can be very confusing for people.
Ben is very knowledgeable. He's also putting out informative videos. The EFI 101 course I took from him years ago was also informative.
Awesome info. One should strive to learn something new every day.
Great information! I've never tried tuning individual cylinders with lash, but I now believe there could be some powe/performance left on the table. I love engines that perform ferociously.
Thank you for the information.
Would love to see the affects of the various changes related by a cylinder pressure trace.
Ben, thanks for another great video, I didn’t realize lash could shift the valve events that much. Also, when I was first learning about cams I always compared advertised and @ 0.050 to get a sense of how much acceleration there was, now I have a term for that. I want to offer some ways to determine valve events when you only have camshaft specs (as many manufacturers online do).
Btw LSA = (ICL + ECL)/2
IVC = ICL + (1/2 duration) - 180
IVO = ICL - (1/2 duration)
EVC = ECL - (1/2 duration)
EVO = ECL + (1/2 duration) - 180
Perfectly explained great job ben
I have a friend ( who is an elder Yoda of the industry) who did this for Aust' touring cars in the 60s and 70s by running the engine on the dyno at max torque RPM... loosening / tightening settings through holes in the rocker covers, finding best torque for individual cylinders and then repeating the process for max HP RPM . How he chose the final settings I don't know... The engine was a 351 4V Cleveland and was winner . She had 5 different lash settings !! depending valve location and he only had the torque dail on his dyno as data..knowledge is POWER
Killer video / information! Thanks for sharing
Many years ago Richie zull figured that out and made his BBC a winner in his pro stock camaro .
Great explain sir!
Great info thanks for the detailed explanations
Great video looking forward to see more 👍👍👍
❤ Thank you for your knowledge and videos ❤
Wouldn’t the same be true if you run less lash, the cam will grow in the motor? I have been running .10 less lash for 20 years bullet cam recommended tighter lash to make the cam act bigger
Thank you for the great content
What are the practical limits of this before damaging the valve train, and what can we expect on cylinder charge equalization per each two degrees?
I assume this is not aplicable for endurance / circuit racing if you want parts to live, correct?
Ben, Starve your distractions, Feed your focus. 🏁
From my experience at the track, lash should only be checked to identify issues not be adjusted; if you have to adjust you have issues
great video
Do you ever find changing rocker arm ratio for runner length to be helpful?
When does the head actually start moving air,. 006 .025 .050 ?
How much % of additional HP gain have you seen only adjusting "Lash" forget about Adv/Ret Cam you've seen on a Dyno prior to altering duty cycle's. Thanks for your time, good theory.
Someone send this to Richard Holdner
Ex lash is the key
I was with you until you got to Major Intensity. That's a New one for me. Thanks for explaining this!
So you’re saying some people tend to “lash” out in the comments? 😊
👍👍👍
Hyundai still has the best cam I have ever seen...
Then there's the volume and cross section profile/shape of the runner. Not just the length. Longer runner starts to tumble/stall easier, but the profile affects the stall. This happens when the air velocity inside the runner peaks. Valve pulse has an effect on this phenomenon too. It dissipates easier on a shorter runner, but the bowl shape has an effect on this. Now, as you mentioned, the lash effects your lobe's attack, how aggressively it starts to move your valve. This effects on how hard it "flicks" your valve. There's a word for this, but I've forgotten it, but the valve separates from the lobe at peak lift. This is where your springs usually give up. Valve float is the extreme form of this, this is when the valve is not closing at all anymore, just the lobe/rocker keeps punching the valve in mid way. Adding more lash makes the lobe profile more aggressive, floating the valve easier. Individual cylinders should have individual valve lash, based on number of reasons, but valve float is the thing to keep in mind when tinkering with lash.
I think the word you’re looking for is “loft”.
Approach everything like you know nothing and you may learn something.