Performance Camshaft: Boost Your Engine's Power

hi!

The search is not yielding any results...

Has anyone here had experience installing a performance camshaft on an ALH engine (90 hp)? I'm less concerned about the installation itself and more interested in the performance gains. What kind of power increase can realistically be expected? Is it worth it? Should other components be replaced at the same time? Will a software adjustment be necessary?
What about a chip and a performance camshaft? Is that too much power for the small ALH engine?

Please, no such overly simplistic suggestions like "just buy a new engine" or a lecture about the rest of the components.

I am grateful for constructive criticism and tips!

Best regards, Jan.

Um,

Sports camshaft, TDI?
What's the point? Air mass flow can be increased more gently on the engine and much more easily by increasing boost pressure. Above 4000 RPM, the flame front starts to lag behind the piston, and the efficiency drops dramatically. Gaining power at higher RPMs doesn't make sense for a TDI.

Best regards,
Christian.

A sports air filter is the absolute last resort for gaining power in a TDI engine, unlike in a gasoline engine. Before that, you can increase the turbo boost pressure and increase the fuel injection volume. I think that will be enough for your 90 horsepower engine.

"Interesting! I found a few posts (here in the forum) that discussed a sports camshaft. It's likely that the moderator deleted them."
Please correct me if I'm wrong, but doesn't a sports camshaft change the injection timing to be "sharper," which is equivalent to an increase in the injection amount and therefore leads to more power, or not? In other words, my small ALH engine would be able to utilize its last 500 RPM }.

What's really interesting to me is actually just one chip, but I wanted to explore a few other areas as well.

Does anyone know of a good tuning shop in the Bielefeld/Herford/Paderborn area?

Best regards, Jan.

Quote:

Sport camshafts change the injection timings

.

Oops, that's completely wrong!

It is injected using a pump and nozzles.

The valve is *ONLY* for letting air in and out. It has absolutely nothing to do with fuel injection!!!

Please take another close look at the principle of your engine.
Feel free to ask if anything is unclear.

m;

... it doesn't really matter, but I thought the 'Blaumann' rank was supposed to be for things like this?!
Well then, an ignorant blue-uniformed worker .
Best regards, Martin.

... doesn't really matter, but I thought the 'Blaumann' rank was supposed to be for things like that!?
Well then, an ignorant blue-uniformed worker .
Best regards, Martin

There's something to it .

there's something to be said about the clueless guy...
And honestly: the "Blaumann" questions aren't the most difficult ones...

When evaluating sports cars, you need to distinguish between diesel and gasoline engines.

In a traditional gasoline engine, the goal is not to build the largest possible number of valves. While this would provide a good airflow, it would also result in a low intake velocity. Since gasoline engines form the air-fuel mixture during the intake stroke, a low intake velocity leads to poor mixture formation. Gasoline engines with large intake ports either only produce significant power at high RPMs or require complex variable valve timing systems. The intake velocity can be increased, for example, by opening the valve late. For example, a Honda VTi has four large valves per cylinder, but these valves are only opened late until approximately 5600 RPM. Only then do they open earlier.

Since the air intake speed is not critical in diesel engines (because the air-fuel mixture is formed near top dead center), but only the filling degree matters, our diesel engines already have what could be considered 'performance camshafts.' Many gasoline engine enthusiasts even adapt diesel camshafts and use them as tuning parts.

Thanks to the turbo, you can optimize the filling level in other ways.

You're very welcome, Martin!

Hello,

I've already had several of these "sports camshafts."
However, the degree values, etc., were either unchanged or only slightly modified.
That was because I was also driving at higher RPMs.

There are two possible approaches. First, the base circle of the camshaft can be modified, i.e., reduced, so that the hydraulic lifter rises further and can fill with more oil. If the camshaft continues to rotate and the lifter slides over the lobe towards the tip, it pushes the valve down further by an amount equal to the additional oil volume. Additionally, the lobe profile has been reshaped to allow the valve to accelerate faster and close slower. To achieve this, the minimum clearance between the piston and the valve has been reduced to approximately 2 mm. It's important not to increase the valve overlap too much, as this would otherwise force all the fresh air into the exhaust. The problem with this approach is the inertia of the valves. Because the valve accelerates faster, the speed at the tip of the camshaft is naturally higher with the "performance camshaft" than with the standard camshaft.
If the force of the valve spring is not sufficient to counteract the inertial forces, the valve will lift off the tappet. In the worst case, it will strike the piston.

To make sure we're on the same page, this isn't about generating massive horsepower; it's just minor adjustments. As you know, a lot of small things can add up to a significant amount, but in this case, the effort probably isn't worth it.

To summarize, a somewhat "sporty" camshaft roughly has the same effect as increasing the turbo boost pressure by 0.1 bar, specifically when considering the amount of fuel injected. You can inject approximately that much more fuel without noticeably changing the exhaust gas temperatures.

With the more "aggressive" camshafts, sometimes also asynchronous ones, you can inject more fuel at higher RPMs compared to "normal" performance camshafts. However, this can be annoying because you have to reduce the amount of fuel injected that you could use at lower RPMs.

With PD engines, things are different again, as the PD camshaft also allows control over pressure and injection timing.

Best regards,
Thomas.