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PostPosted: Thu Dec 14, 2006 4:27 pm 
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GraveReaper0 wrote:
Why do most of my threads end up going somewhere completely different from the original post?

Have they?

Regarding this one, here are three ways of looking at it:

1) Since you have not participated in the discussion, you have not given us a direction to go.
2) Your lack of interest here shows that you only want someone to give you specs and part numbers and you do not want to be bothered with learning anything related to the subject.
3) Nothing has been posted that does not relate to the questions you asked.

I am wondering if your intent is to ask a question, collect as many opinions as you can, then pick one and go with it. If so, how do you decide which opinion is right for you?

As an aside: The post was off topic, and perhaps, should have been the subject of a new thread.

Norm



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PostPosted: Thu Dec 14, 2006 6:52 pm 
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1) I've been participating, but you keep forgetting, I don't know much about engines. So when you guys start talking ARP rod bolts, or mains/rods, decking and milling the heads, balancers? What the hell is a balancer and what does it do. I don't know any of those terms. When I ask for an answer its never completely clear.

2) There's no lack of interest, like I said, once you start throwing numbers and parts at me, I'm lost. So yes i want to know people's opinions on a certain set up, what are the pros and cons, how will it work out for me, etc.

3) Again my questions are usually answered with more questions.



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PostPosted: Thu Dec 14, 2006 11:36 pm 
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GraveReaper0 wrote:
I've been participating ……..

Have you?

Quote:
…….. you keep forgetting ……..

Do we?

Quote:
…….. What the hell is a balancer and what does it do ……..

http://en.wikipedia.org/wiki/Harmonic_balancer

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It goes on the front of the crankshaft, and the alternator and water pump pulleys are bolted to it.

Quote:
…….. When I ask for an answer its never completely clear ……..

Wouldn’t that call for another question?

Quote:
…….. i want to know people's opinions on a certain set up, what are the pros and cons, how will it work out for me, etc ……..

Haven’t we already looked at several examples? Did you learn anything from our comments about them?

Quote:
…….. Again my questions are usually answered with more questions.

If the reason those questions are asked, is to make you think for yourself, what is the problem?

Norm



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PostPosted: Fri Dec 15, 2006 1:51 am 
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What are those measurments for? Since the pulley is connected to it, does that mean it spins at the same speed the crankshaft does? From those examples I've learned that neither are suitable for a daily driver.



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PostPosted: Fri Dec 15, 2006 4:28 am 
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GraveReaper0 wrote:
What are those measurments for? ........

If you look at the balancer on your 307, you will see similar markings. They are 1° apart and they are used to set the ignition timing. There are more of them, because the same operation is more involved on a High Performance engine.

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........ Since the pulley is connected to it, does that mean it spins at the same speed the crankshaft does? ........

It slides onto, and is bolted to, the crankshaft snout, so yes, they both rotate at the same speed.

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........ I've learned that neither are suitable for a daily driver.

Did anyone say that?

Norm



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PostPosted: Sat Dec 16, 2006 2:47 pm 
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How does a chain control the ignition timing??



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PostPosted: Sat Dec 16, 2006 5:21 pm 
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GraveReaper0 wrote:
How does a chain control the ignition timing?

Did anyone say it does?

Norm



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PostPosted: Sat Dec 16, 2006 6:12 pm 
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88 Coupe wrote:
GraveReaper0 wrote:
How does a chain control the ignition timing?

Did anyone say it does?

Norm


I mentioned cam to crank timing in his "what are cams" thread...

andrewk wrote:
The cam is driven via chain on most older v8's, and via belt or gear on many newer ones, although that is just a general statement. It is with the timing chain that the movement of the cam is timed to the movements of the crankshaft.


The chain that drives the cam has something to do with ignition timing, but not in the sense that we are talking. When a cam is installed, it is typically 'degreed' which means a degree wheel is used to determine the position of the cam realitive to the crank.

Thats more cam timining than ignition timing. Ignition timing is adjusted via the distributor. You turn the dist either left or right to advance or retard the timing.

Advance means the spark is being provided to the cylinder in question sooner, and retarded means later. The idea is to get the cylinder to fire right as the piston reaches the top of its throw. That is how you get the most power out of it.

Andrew



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PostPosted: Sat Dec 16, 2006 8:09 pm 
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Thank you andrew, that's what I was asking. I can see the distributor has a gear at the end, and that makes it spin, but what does that gear hook up to? The crank?



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PostPosted: Tue Dec 19, 2006 2:25 pm 
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So got another reply from John. He'll give me a detailed quote soon and what's all gonna get done. For now he said he'll use the RR318A2 or A3 cam. What kind of cam is that?



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PostPosted: Tue Dec 19, 2006 5:37 pm 
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GraveReaper0 wrote:
........ RR318A2 or A3 cam. What kind of cam is that?

RR318 would be the part number that was assigned to a particular cam profile, and A2 or A3 would be added to define variations used for different uses, or power levels. No one can tell you anything about those grinds, without without knowing the specs.

John has those specs, and he will be able to answer any questions you have about the products he sells.

Norm



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PostPosted: Tue Dec 19, 2006 5:44 pm 
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GraveReaper0 wrote:
........ but what does that gear hook up to? The crank?

The gear at the rear (far end) of the camshaft shown below.

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Norm



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PostPosted: Tue Dec 19, 2006 7:52 pm 
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In Norms pic, the gear he refers to is what the distributor gear meshes with. You'll notice the sprial design. Thats a worm gear, so the distributor gear can mesh beside the cam gear. However the distributor assembly is perpendicular to the camshaft, if you can follow that.

Andrew



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PostPosted: Tue Dec 19, 2006 8:44 pm 
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