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#1
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Camshaft timing M117
Still toying with the idea of adjustable timing gears but I did a little calculating using offset woodruff keys and moving the chain one tooth at the camshaft. One camshaft tooth=20 deg of camshaft timing(at the crankshaft). Offset woodruff keys are available in 4, 6.5, 8 and 10deg so the 10deg woodruff would be half of a tooth. So I should be able to achieve any timing I desire within a deg or 2 by using the correct offset and moving the chain one tooth + or - if the timing falls outside the range of the woodruff key. Am I correct?
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Tony H W111 280SE 3.5 Coupe Manual transmission Past cars: Porsche 914 2.0 '64 Jaguar XKE Roadster '57 Oval Window VW '71 Toyota Hilux Pickup Truck-Dad bought new '73 Toyota Celica GT |
#2
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That certainly makes sense for a constant + or - on your timing. Regardless of your RPM.
Somehow I was thinking you’d be looking at something more like this though. Does Mercedes do anything like this on any of its newer cars? https://youtu.be/G6S4D14VS7w Sent from my iPhone using Tapatalk
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Past mb: '73 450sl, '81 280slc stick, '71 250, '72 250c, '70 250c, '79 280sl, '73 450sl, parted: '75 240d stick, '69 280s, '73 450slc, '72 450sl, |
#3
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That is way too advanced to implement on a 70's era engine. I'm just looking to correct/change the basic timing. measuring the cam hub diameter the math works out to .13mm per deg and the 10deg woodruff key is 1.4mm. I had my block decked and I'm using thinner head gaskets so my cam timing is going to be way off-beyond the range of offset woodruff keys alone.
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Tony H W111 280SE 3.5 Coupe Manual transmission Past cars: Porsche 914 2.0 '64 Jaguar XKE Roadster '57 Oval Window VW '71 Toyota Hilux Pickup Truck-Dad bought new '73 Toyota Celica GT |
#4
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The cams and gears are a pretty soft cast iron so if it were me..... I would make a jig that would allow drilling a dowel hole to pin the gear to the cam. Then set the cam timing by the valve lift specs (or whatever specs you want). Drill it and pin it.
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90 300TE 4-M Turbo 103, T3/T04E 50 trim T04B cover .60 AR Stage 3 turbine .63 AR A2W I/C, 40 LB/HR MS2E, 60-2 Direct Coil Control 3" Exh, AEM W/B O2 Underdrive Alt. and P/S Pulleys, Vented Rear Discs, .034 Booster. 3.07 diffs 1st Gear Start 90 300CE 104.980 Milled & ported head, 10.3:1 compression 197° intake cam w/20° advancer Tuned CIS ECU 4° ignition advance PCS TCM2000, built 722.6 600W networked suction fan Sportline sway bars V8 rear subframe, Quaife ATB 3.06 diff |
#5
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The cam shaft is 18 degrees per tooth which might change your setting a bit.
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#6
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Quote:
Camshaft gears have 36 teeth. 360 degrees divided by 36 = 10 camshaft degrees per tooth (20 crankshaft degrees); as Tony H correctly stated. |
#7
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Wow-thanks Frank-I had to put some thought into the math. I did not think anyone was looking at this anymore. Project is on hold again-we are in the process of moving for the 2nd time in 1.5 years. using the offset keys and jumping a tooth if necessary will get the job done. The adjustable gears proved too impractical to produce one off plus I would always be concerned they would fail.
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Tony H W111 280SE 3.5 Coupe Manual transmission Past cars: Porsche 914 2.0 '64 Jaguar XKE Roadster '57 Oval Window VW '71 Toyota Hilux Pickup Truck-Dad bought new '73 Toyota Celica GT |
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