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> Type IV rebuild / refresh thread. Nothing ground breaking., Changing cam in low mileage rebuit 1.8, making it a little hotter! Oh yea!
stugray
post Jun 30 2016, 01:53 PM
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QUOTE(Mueller @ Jun 30 2016, 10:57 AM) *

I called LN Engineering, they found the specs for the cam I have sitting around...

Lift:
I .335
E .400

Duration:
290 I/E

Duration @ .050:
I 252
E 254

108 Lobe center.


So those numbers seem a little odd.
If that is lobe lift at the cam you will have approx.
Ivalve = .460, Evalve = .520 at the valves

Just as a datapoint, there are no webcams that are off much at all between Intake & exhaust advertised lift (although there is some).

The 86b I run has advertise lift of .500/.500 at the valves with a similar duration as yours.

The measured on mine for the 86b was I valve .475 Evalve .504

SO your cam is even a little more 'aggressive' than an 86b as far as intake/exhaust flow ratio is.
Maybe that cam was destined for a big valve setup?
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G e o r g e
post Jun 30 2016, 04:50 PM
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a thread over on the samba Jake references a web cam 86a/86a +2 1/2 as the equal to the 9600.

looks like the 290 duration fit into their readings the + 2 1/2 must account for the intake and exhaust changes
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Mueller
post Jun 30 2016, 06:38 PM
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QUOTE(G e o r g e @ Jun 30 2016, 03:50 PM) *

a thread over on the samba Jake references a web cam 86a/86a +2 1/2 as the equal to the 9600.

looks like the 290 duration fit into their readings the + 2 1/2 must account for the intake and exhaust changes



Thanks, of course I am drawing a blank what "2 1/2" means.
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maf914
post Jul 1 2016, 07:11 AM
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It looks like the cam specs are for a split duration cam, with the lift and duration for the exhaust valve increased to overcome the more restrictive exhaust port flow (relative to the better flowing intake port). At least that is what I recall from earlier tech threads from 914 World and ShopTalkForums.
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Jake Raby
post Jul 1 2016, 07:50 AM
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The 9600 is a straight pattern version of the 9610, which is the more modern offering. I stopped using the 9600 in 2007.

Still a great cam. Just build it!
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Mueller
post Jul 1 2016, 07:51 AM
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QUOTE(Jake Raby @ Jul 1 2016, 06:50 AM) *

The 9600 is a straight pattern version of the 9610, which is the more modern offering. I stopped using the 9600 in 2007.

Still a great cam. Just build it!


Thanks,

Will do!
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Mark Henry
post Jul 1 2016, 07:53 AM
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Jake is it an FI cam?
Mike said he was thinking L-jet.
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stugray
post Jul 1 2016, 08:22 AM
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QUOTE(Jake Raby @ Jul 1 2016, 07:50 AM) *

The 9600 is a straight pattern version of the 9610, which is the more modern offering. I stopped using the 9600 in 2007.

Still a great cam. Just build it!


Jake, based on the numbers above for the cam, can you give the expected values for the lift at the valves?
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Mueller
post Jul 1 2016, 10:11 AM
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QUOTE(Mark Henry @ Jul 1 2016, 06:53 AM) *

Jake is it an FI cam?
Mike said he was thinking L-jet.



If worth it, I'll swap to Megasquit with a bigger TB or even ITBs

I've already bought 911 swivel adjusters (new, factory items)

Next will be the lifters and pushrods from LN....is the DVD for building Type IVs available anymore?

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Mark Henry
post Jul 1 2016, 11:45 AM
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QUOTE(Mueller @ Jul 1 2016, 12:11 PM) *

....is the DVD for building Type IVs available anymore?


Just post your progress, you'll get lots of help. (IMG:style_emoticons/default/shades.gif)
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r_towle
post Jul 1 2016, 01:08 PM
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Yup, just build it.
Take your time, learn about how to do the valve geometry and you will enjoy the process.

Rich
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Mueller
post Jul 1 2016, 06:18 PM
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Curious if I should be looking for a cheap single or dual carb setup for the break-in since with a new cam and lifters it'll be like starting a newly rebuilt engine.


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Mueller
post Jul 1 2016, 10:08 PM
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I ran the part numbers on the head and the cylinders, 1.8 parts.

Cylinders are in great shape, no pitting just some discoloration.

Stock camshaft looks odd, or at least to me.

The heads show no signs of cracks, I didn't have to do much to clean the springs and seat area, just wiped off the old oil and sprayed with hot water.

Pistons are in good shape, the one pictured has signs of something falling in there or is that detonation?

Combustion chamber has a few little divots just like the piston, very minor.
I think piston #4 had the most buildup on the top.

I still have a bunch more cleaning to do to the heads and case.
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Valy
post Jul 1 2016, 11:49 PM
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That cam is a paperweight.
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Mueller
post Jul 5 2016, 11:11 AM
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Both heads will need a little machine work to clean up the head to cylinder mating surface, I removed the head gaskets the previous engine builder used. I will not be using gaskets here again.


(IMG:http://www.914world.com/bbs2/uploads/post-87-1467611405_thumb.jpg)
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r_towle
post Jul 5 2016, 11:47 AM
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QUOTE(Valy @ Jul 2 2016, 01:49 AM) *

That cam is a paperweight.

With the gear they make neat lamps....

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JOEPROPER
post Jul 5 2016, 12:48 PM
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No head gaskets? Is that right? I didn't know that was an option... (IMG:style_emoticons/default/smoke.gif)
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Mueller
post Jul 9 2016, 07:10 PM
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Do I have to buy a new gear for the cam or can I remove the rivets on the original cam and the use bolts?

I saw a straight cut gear in the classifieds....too loud?

What about cutting a groove in it?

And if I do use my original cam gear worth making it adjustable able?
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Valy
post Jul 9 2016, 09:19 PM
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Reuse.
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jcd914
post Jul 9 2016, 11:34 PM
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QUOTE(Mueller @ Jul 9 2016, 06:10 PM) *

Do I have to buy a new gear for the cam or can I remove the rivets on the original cam and the use bolts?

I saw a straight cut gear in the classifieds....too loud?

What about cutting a groove in it?

And if I do use my original cam gear worth making it adjustable able?


Send the cam over to Elgins and get it reground.
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