Camshaft adjustment 1,8turbo

[WhizzMan]

Because Alfa never made a 2,0 turbo except of the Turbo Delta that came with carburettors.
The camshaft adjustment has to be for 1,8l since the volum is 2,0 but everything else is from 1,8l
Camshafts are the same for 2,0 and 1,8.. So, therefor i asked for adjustments for 1,8 since there has never been a 2,0 so people would not understand what i asked for if i wrote 2,0 turbo.
Worst case they would understand it to be a 2,0 V6 turbo..

Well, using a non standard bore or stroke might change timing significantly, just as using non-standard cams (for a 1.8 turbo) would. I know of several cases where using "stock" cams in changed timing on other stock engines than they were intended to by the factory changes engine characteristics quite beneficially. Having said that, starting with stock timing would be a good base setup to work from when determining optimal timing for your specific setup.

[Andretti Molletti]

Sounds like the owl

die zei ook altijd 15 zinnen lang niks

[WhizzMan]

Sounds like the owl

die zei ook altijd 15 zinnen lang niks

Lekker nuttige bijdrage van jou weer dan. Het lijkt me wel degelijk relevant, als je niet weet wat voor niet-standaard dingen er op en aan zitten weet je ook niet of het verstandig is om andere dingen ook non-standaard te doen. Het plaatsen van nokkenassen die stock alfa zijn in andere motoren om de karakteristiek van die motoren aan te passen is een veel gebruikte techniek bij de diverse Alfa Romeo blokken. Dat de timing daarvoor vaak anders moet is ook bekend. Of wil je John Kartalamakis nou gaan tegenspreken?

[Bobcore]

Because Alfa never made a 2,0 turbo except of the Turbo Delta that came with carburettors.
The camshaft adjustment has to be for 1,8l since the volum is 2,0 but everything else is from 1,8l
Camshafts are the same for 2,0 and 1,8.. So, therefor i asked for adjustments for 1,8 since there has never been a 2,0 so people would not understand what i asked for if i wrote 2,0 turbo.
Worst case they would understand it to be a 2,0 V6 turbo..

Well, using a non standard bore or stroke might change timing significantly, just as using non-standard cams (for a 1.8 turbo) would. I know of several cases where using "stock" cams in changed timing on other stock engines than they were intended to by the factory changes engine characteristics quite beneficially. Having said that, starting with stock timing would be a good base setup to work from when determining optimal timing for your specific setup.

Yep, that was the tought...
Engine is set up like this: Standard 2,0 top and valves. Standard 2,0 block with standard liners. Low compression pistons (special), Intake+exhaust+turbo from 1,8 turbo, Grey bosch injectors (standard i think). Do not remember, but i think it has cams from 1,8 turbo but it can also be 2,0. I have not been able to fix pictures tonight since i have a 9 week old baby i had to be dad for a few hours also
Will start working tomorrow morning..
Maybe Moletti has the cam ID if you have the pics i sent you last year?

[WhizzMan]

Engine is set up like this: Standard 2,0 top and valves. Standard 2,0 block with standard liners. Low compression pistons (special), Intake+exhaust+turbo from 1,8 turbo, Grey bosch injectors (standard i think). Do not remember, but i think it has cams from 1,8 turbo but it can also be 2,0.

Nice setup, what kind of head gasket are you using? I don't think a non-turbo gasket would allow for very high boost values? What boost values? Did you get this engine running yet? Did you get the ECU programmed to the timing it was on now? If you change the timing, you will need to remap the ECU for the new Volumetric Efficiency.

[Bobcore]

Ok, here is what i found, and i think we may have done a fuckup when we built...

Exhaust cam : 105 4803 200xx (number cannot be seen, but i think it is a 01 cam.)
Intake cam : 105 4803 20001

I also has two other cams that i think was those that came with the engine. These are : One 105 4803 20001 and one 105 2003 20000

When we overhauled this engine, we had to change the top because the old one had cracks. We may have used wrong cams from what was mounted from italy.
The engine came from "Angelini" in italy with this setup, so i know two of these cams are correct, but who knows which ones.....

Also wonder if someone know the correct way to adjust TPS sensor? Did a test on mine, and it has 3,xxxV on the orange cable, and 1.1V on the green. I know how to adjust other types, but this type has different voltage. I adjusted so the green cable came down to 0,875 with trottle off and increasing as the trottle opens. But, somewhere on the way up the power disappears and comes back on full trottle stopping on 2.9xxx volts. Should there be a "dead" area here? (could be where the second port opens, but im not shure)

[WhizzMan]

Ok, here is what i found, and i think we may have done a fuckup when we built...

Exhaust cam : 105 4803 200xx (number cannot be seen, but i think it is a 01 cam.)
Intake cam : 105 4803 20001

Seems these are stock 2.0 cams. for late 1750/2000 euro spec engines.

I also has two other cams that i think was those that came with the engine. These are : One 105 4803 20001 and one 105 2003 20000

the 2003 20000 one is an earlier 2000 cam.

It seems you already have some rather "fast" cams for this engine, compared to the stock 1800 turbo cams. You didn't check timing before rebuilding this engine by any chance?

Exact specifications can be found here

[Bobcore]

Ok, got it..
I adjusted them both to their marks, and crankshaft to P as it should be.
Started it up, and it runs, but not very good. I can also see on the vacuum that it is not stable. It jumps up and down, so the exchaust may open to early or intake to soon.
Did check compression, and it is a little too high. Almost 9bar. Last time it ran ok and almost stable it had 7,5bar compression.