bum2kev Posted January 11, 2010 Report Share Posted January 11, 2010 since we are talking about cams. does anyone possibly have VVT intake and exhaust cam pictures? Quote Link to comment Share on other sites More sharing options...
Canadianplat855 Posted January 12, 2010 Report Share Posted January 12, 2010 So can anyone confirm 93 NA cams same as 94+ NA cams? While I was working at a Volvo dealership. I built up a T-5 and I also had N/A cams from a '93 and a '95. I had the head sent out and the guy at the machine shop used the 93 because the duration was larger than the 95's. I also verified the findings in the books at the dealership and the part numbers were different also. Quote Link to comment Share on other sites More sharing options...
gilber33 Posted January 12, 2010 Report Share Posted January 12, 2010 While I was working at a Volvo dealership. I built up a T-5 and I also had N/A cams from a '93 and a '95. I had the head sent out and the guy at the machine shop used the 93 because the duration was larger than the 95's. I also verified the findings in the books at the dealership and the part numbers were different also. No shiit? I guess I will try to find 93 NA cams then. Thank you for that bit of info, I had no idea they would be different. By chance, do you remember if you used the sprockets off of the 93 cams or did you use the sprockets from the T5 cams? Quote Link to comment Share on other sites More sharing options...
Johann Posted January 12, 2010 Report Share Posted January 12, 2010 since we are talking about cams. does anyone possibly have VVT intake and exhaust cam pictures? They look the same.. Quote Link to comment Share on other sites More sharing options...
Captain Bondo Posted January 12, 2010 Report Share Posted January 12, 2010 Not quite true- how they are located axially in the head is different. The VVT gears are missing a raised journal at the rear that non vvt cams have, and the raised journal at the front that locates the VVT gears in the VVT head is slightly in the wrong spot by about 5mm... Quote Link to comment Share on other sites More sharing options...
bum2kev Posted January 12, 2010 Report Share Posted January 12, 2010 i think i phrased that wrong. so a VVT NA head with a VVT intake cam and a normal exhaust cam. will the exhaust cam fit into the spot of a Turbo VVT head. thus getting rid of the VVT completely. Quote Link to comment Share on other sites More sharing options...
Captain Bondo Posted January 12, 2010 Report Share Posted January 12, 2010 Yes but it's not drop-in. you need to press a sleeve onto the back of the cam like I did and ad a spacer in the head. I posted some details on tbricks but I'm too lazy to find the thread at the moment. You can just leave the VVT disconnected... I don't see why you want to get rid of it though, really. I only did becuase 960 cams give an extra 2mm of lift vs T6 cams. In your case you might as well just install VVT cams from an NA motor. Quote Link to comment Share on other sites More sharing options...
Johann Posted January 12, 2010 Report Share Posted January 12, 2010 Before confusion shows it's ugly head.. First the question to post pics of both VVT cams, the principle on both cams is the same but the intake can use a wider range VVT unit which makes the unit itself stick out a biit further. This also explains the shape of the cover. Next the difference on a 5 cylinder between an 850 style cam and the non VVT cam of the single VVT engine is the placement of the axial bearing. There is also a difference in base circle between solid and hydro lifter cams and the rear of the newer cam holds an extra slit to center the sensor wheel at the back. If you want to place a VVT style non VVT cam, on single VVT engine's this is the intake cam on turbo engine's and the exhaust cam on NA engine's, you need to install the front seal which goes with the type of cam and in case of the 5 cylinder you could use the cam gear which goes with this type of cam. The only thing left to do is to block the solenoid connection with a plate. Quote Link to comment Share on other sites More sharing options...
BlackT5 Posted January 12, 2010 Report Share Posted January 12, 2010 Thanks Johann. So if one were to simply leave the VVT cams in and block the solenoid, would there be any problems with the cams moving? How would you determine what the cam settings were at? Sorry, i've never had the chance to look at the VVT up close. Quote Link to comment Share on other sites More sharing options...
Captain Bondo Posted January 12, 2010 Report Share Posted January 12, 2010 Agreed that sounds right. Sorry - my previous post was making things more confusing, I missed the clarifying post immediately before my post. Quote Link to comment Share on other sites More sharing options...
bum2kev Posted January 12, 2010 Report Share Posted January 12, 2010 perfect! its hard to explain what i was asking. damn NON VVT and VVT i was really asking this for the other thread on the VVT heads etc... Quote Link to comment Share on other sites More sharing options...
Johann Posted January 12, 2010 Report Share Posted January 12, 2010 Agreed that sounds right. Sorry - my previous post was making things more confusing, I missed the clarifying post immediately before my post. Oh that's OK. I didn't know the 6 cylinder was that much different. For leaving the solenoid in place unconnected or only using a blocking plate, Well.. This is only from first hand experience. The VVT unit uses a tripple gear system where one gear is integrated in the outside housing connected to the cam gear, one gear integrated in the center part connected to the cam and one double faced gear in between moving up and down. or back and forth, using hydraulics. The hydraulics is the engine's oil system and the solenoid can redirect oil to the front or the rear of this gear. Once the gear reached it's position, and this is where i'm not 100% sure how it works, the solenoid is placed in such a way that the gear won't move again. In a timed event the position is being guarded and corrected when needed. There is also a spring load in the unit to help the gear and to push it to it's starting position. The solenoid is a step motor operating a slide valve AFAIK. When disconnecting the solenoid can't slide the valve but the variation in oil pressure and the channeling used could cause the VVT unit to change position when not continuously guarded. When removing the solenoid and putting a blocking plate in place the oil can't reach the VVT unit anymore so over time it might change position. I have driven my S60 for a short while with a disconnected solenoid and I was under the impression that the behavior of the engine wasn't always the same. One day there was low end, the other day there was less. This in combination with a non intake VVT aware ME7. Shortly after I fabricated a flange replacing the VVT unit to make it a fixed cam and I installed a blocking plate and the engine behavior was consistent after that but needs some adjustment still, haven't worked on the car for a while. I have used the rear slit of the VVT cam as a reference like it was a non VVT cam but it appears this slit has a different reference angle. Some pics of what we are talking about, Quote Link to comment Share on other sites More sharing options...
EricF Posted January 12, 2010 Report Share Posted January 12, 2010 I am really enjoying this thread you guys. It has got me thinking of a higher flowing head on my car, and of a super budget longblock And of continuing to tinker with these damn cars when I really should be selling mine and getting an expedition or something to pull my boat with You bastards... I love you. Quote Link to comment Share on other sites More sharing options...
Furious E Posted January 12, 2010 Report Share Posted January 12, 2010 So can anyone confirm 93 NA cams same as 94+ NA cams? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted January 12, 2010 Report Share Posted January 12, 2010 Awesome pics & info, Johann! Quote Link to comment Share on other sites More sharing options...
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