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My thinking is if the cam is properly designed for the application advancing or retarding it won’t work as well after changing from the design.
Pick the cam with the timing where desired.
Bob
[QUOTE=yobtaf103;18772161]Got a RS 548 nib if you want more left side 25 intake close, stock heads in example below
this is my 18 road king with the S&S power package. In addition stage 1 heads, HPI 58MM, S&S intake, 6.1 injectors, recluse clutch, and S&S 2-1 exhaust. I'd love to replace that 550 S&S and see what I can get out of that RS 448.
Anyone using a +4 degree Andrews crank sprocket in an M8 application? This advances or retards cam timing 4 degrees. Looking for feedback.
I used one of these years ago in a Twin Cam and advanced the cam 4 degrees. It definitely shifts the torque curve to the left several hundred RPM.
Was thinking about this for use in my 124 build with Wood 408 cam.
I think you answered your own question when you said, I used one of these years ago in a Twin Cam and advanced the cam 4 degrees. It definitely shifts the torque curve to the left several hundred RPM.
Up to a point, advancing a cam typically makes the cam seem smaller and shifts the torque curve to the left, maybe 200-400 rpm or so. In other words, the engine builds more torque (higher cylinder filling) at lower rpm and less torque up top.
But there is more to optimum cam timing than just intake valve close (IVC). If you have to advance or retard more than 4 degrees, you are probably better off with different overall cam timing.
A cam gives an engine its personality by allowing you to rock the torque curve either left or right, or even up or down.
Theres no one right cam. Whatever cam (power curve) works for your application and priorities is the right cam.
Advancing the long-duration, relatively late-closing 408 cam in a pump-gas 124ci M8 is worth trying.
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Andrews +4 Crank Sprocket - 216323
