72 Dart Swinger 3.6L Pentastar +T5
A nice added benefit of a modern engine is Variable Valve Timing! You can change the Intake and Exhaust Cam Centerline independently and thus overlap
Before we installed the Edelbrock Supercharger, we got our 3.6l swapped 1972 Dart Swinger test rig on the dyno for some Pentastar R&D.
First thing was to dial in the Intake and Exhaust Centerlines by "sweeping the cams".
Since the Intake Cam timing has significantly more impact on performance, the standard procedure is to fix the Exhaust timing at a reasonable value and then vary the Intake a few degrees every pull.
Once optimum Intake Centerline is found, you then vary the Exhaust timing a few degrees every pull.
Once optimal Exhaust Centerlines are found, you go back and tweak the Intake Cam timing as needed.
Here are the dyno pulls from the Intake from 70degrees ATDC to 130degree ATDC. The exhaust was fixed at ~110degrees BTDC
The Torque & Hp peaks varied as much as 75fltb and Hp by around 80whp
Once we have the resultant HP/Trq curves the final WOT cam timing is dialed in by taking the "best" results through out the entire RPM range.
A dozen or so dyno pulls to optimize the Cams rewarded the Dart with an overall gain of ~10hp & 15ftlb over stock
A nice added benefit of a modern engine is Variable Valve Timing! You can change the Intake and Exhaust Cam Centerline independently and thus overlap
Before we installed the Edelbrock Supercharger, we got our 3.6l swapped 1972 Dart Swinger test rig on the dyno for some Pentastar R&D.
First thing was to dial in the Intake and Exhaust Centerlines by "sweeping the cams".
Since the Intake Cam timing has significantly more impact on performance, the standard procedure is to fix the Exhaust timing at a reasonable value and then vary the Intake a few degrees every pull.
Once optimum Intake Centerline is found, you then vary the Exhaust timing a few degrees every pull.
Once optimal Exhaust Centerlines are found, you go back and tweak the Intake Cam timing as needed.
Here are the dyno pulls from the Intake from 70degrees ATDC to 130degree ATDC. The exhaust was fixed at ~110degrees BTDC
The Torque & Hp peaks varied as much as 75fltb and Hp by around 80whp
Once we have the resultant HP/Trq curves the final WOT cam timing is dialed in by taking the "best" results through out the entire RPM range.
A dozen or so dyno pulls to optimize the Cams rewarded the Dart with an overall gain of ~10hp & 15ftlb over stock