Cam/valve question
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Cam/valve question
I've been told if you take the diameter of your intake valve, divide it by 4, that number will be close to the valve lift that you should use for max air flow past the valve and that opening it any further will do no good unless you go with forced induction. Im inclined to believe it, but does this theory work on the exhaust valve as well? I scanned off the shelf cams at Lunati and Comp, and both tend to use a higher lift on the exhaust side. Is this neccessary or are they just trying to sell the rumpity-rump sound? No opinions, please, Im looking for facts.
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Thanks guys.
#2
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Re: Cam/valve question
No thats not always true. Depends entirely on the application. Some heads flow to 1" of lift and that rule may say .500-.600" would be all thats necessary.head port size may still gain in flow and hp.
The diameter / 4 rule is where curtain area by camshaft lift equals valve head area. The head port cross sectional area then becomes important to know.
Exhaust lobe sizing depends on the head port and exhaust system design. Efficient heads that flow well on both intake and exhaust in high e/i ratios above 75% typically use same duration or smaller splits in duration and wont need as much lift on exhaust side. Alot of race motors have higher intake lift than exhaust. If intake port is big and slower, a faster cam with more lift to have fast valve motion will help keep velocity up but exhaust side may be good so cam doesnt need alot of lift. Also keep in mind exhaust side is under alot more pressure so more mass flows past valve for given opening. Too much opening to fast will loose energy in the system, possibly over scavenging intake side on induction process
The diameter / 4 rule is where curtain area by camshaft lift equals valve head area. The head port cross sectional area then becomes important to know.
The role of the valve is critical at all lift values, but a key proportion is the LD ratio — or the lift-to-diameter ratio — where the lift value equals one-quarter of the valve’s diameter. Regardless of valve diameter, at this point the valve curtain area is exactly equal to the valve head area.
“Everything below this strongly influences low-lift flow,” says Urrutia, “which is an important function of overcoming fuel-mixture inertia.”
The accompanying chart indicates standard valve lengths for popular performance engines. Important dimensions include overall valve length, head diameter, margin height and tip length.
Above this point, the engine builder needs to compare the minimum port cross-sectional area (typically the throat area above the valve) to the valve curtain area. Somewhere around the mid-lift point, the valve curtain area becomes larger than the port area and the port itself becomes the restriction. This is called the saturation lift point. At every point in this equation we are stuck with the same fixed valve shape, seat angles and valve margin dimensions that influence air movement. Above the saturation point, the seat angles are still crucial to maintaining smooth transitional flow and providing a shear edge to help maintain good fuel atomization. The particulars of this are very specific to any given combustion chamber, according to its size, shape, depth, valve position, port texture approaching the valve and, to some degree, the influence of the rising piston crown.
“Everything below this strongly influences low-lift flow,” says Urrutia, “which is an important function of overcoming fuel-mixture inertia.”
The accompanying chart indicates standard valve lengths for popular performance engines. Important dimensions include overall valve length, head diameter, margin height and tip length.
Above this point, the engine builder needs to compare the minimum port cross-sectional area (typically the throat area above the valve) to the valve curtain area. Somewhere around the mid-lift point, the valve curtain area becomes larger than the port area and the port itself becomes the restriction. This is called the saturation lift point. At every point in this equation we are stuck with the same fixed valve shape, seat angles and valve margin dimensions that influence air movement. Above the saturation point, the seat angles are still crucial to maintaining smooth transitional flow and providing a shear edge to help maintain good fuel atomization. The particulars of this are very specific to any given combustion chamber, according to its size, shape, depth, valve position, port texture approaching the valve and, to some degree, the influence of the rising piston crown.
Last edited by Orr89RocZ; 04-11-2014 at 08:16 AM.
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Re: Cam/valve question
And even beyond what Orr quoted and stated, there other factors at play in both stock and race engines that make that D/4 guideline pretty much meaningless for picking lift.
A couple of examples:
1. port velocity profile (ie. how the velocity/massflow is biased toward one side of the port), and therefore how the flow will be unequally distributed around the curtain area.
2. valve shrouding by the combustion chamber and by the cylinder wall - more reasons why the curtain area will not equally share the flow and why more or less lift will be desired.
These factors affect both intake and exhaust, but intake is most sensitive.
A couple of examples:
1. port velocity profile (ie. how the velocity/massflow is biased toward one side of the port), and therefore how the flow will be unequally distributed around the curtain area.
2. valve shrouding by the combustion chamber and by the cylinder wall - more reasons why the curtain area will not equally share the flow and why more or less lift will be desired.
These factors affect both intake and exhaust, but intake is most sensitive.
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