That does not make a lot of sense to me. Cranking compressions is only an indirect measure of the intake closing point. There are three other cam events that might have an impact on performance. And I think if you keep advancing the cam, the cylinder pressure will keep going up.
Exactly.
If cranking compression was the true indicator of power potential, we’d all be running tiny little cams...... installed way advanced.
To me, the info in that magazine article...... which I’ve heard from various sources through the years, always seemed like one those “where do they come up with that crap” kinda things.
I’m a little surprised that Paul is puzzled by the fact he had to use something other than dot-to-dot to get the cam installed where he wanted it.
We had a pretty good conversation about it where I pretty much told him it would likely need to be advanced to have it be at 108.
Referring to cams being “advanced” or “retarded” in conversation is an easy way to end up with people not on the same page.
IMO, it’s best to specify the LSA and the intake c/l....... then there is no confusion.
Paul’s cam is a 112lsa, in at 108c/l.
The way I think of it, that’s technically 4* advanced........ which has nothing whatsoever to do with which keyway was used.
The main thing to remember is...... it doesn’t matter what you have to do to get the cam in at the right position.
It’s either in where you want it, or it’s not..... regardless of where the dots are.
I was talking with a customer about a month ago who was trying to get a cam dialed in.
Using a 9-way set.
Cam was a 110lsa, he was shooting for 106c/l.
In the +8 position the cam was at 108.
On the zero it was in at 116.
I told him to advance it one tooth(14deg), then use the -4 keyway.
Came right in at 106.
