Hi , 3A Engine

[Kazan]

Hi ,
I am building a basically stock 3A 2.0L engine to install in my 1982 VW Caddy ( 195/50-15 tires FN trans http://www.not2fast.com/chassis/speed.shtml ) and what I am looking for is low rpm , high torque engine . Can you give me your impressions of these cams in my engine ?

026 109 101 M
026 109 101 A
026 109 101 G

The specifications for the 026 109 101 M are ; Intake & Exhaust
Lope center sep = 104.2 Cam Degrees
Valve overlap = 11.7 Crank Degrees

Intake
Valve opening = --5.9 /BTDC
Lope center = 105.7 /ATDC
Valve close = 22.6 /ABDC
Duration = 196.7 Crank Degrees
Max cam lift = .33909 In.
Net Valve lift = .33109
Lope / Area = 23.73 In * Deg
Exhaust
Valve opening = 21.9 / BBDC
Lope center = 102.7 /BTDC
Valve closure = --5.9 /ATDC
Duration = 196 Crank Degrees
Cam lift = .33783 In Max
Net valve lift = .32183 In
Lope / Area = 23.6 In * Deg.


The specifications for the A & G cams can be found at Techtonics Tuning
http://www.techtonicstuning.com/camsspecs.asp





Sincerely
Kazan Mohrs

PS I can be reached at xcr40x@charter.net

[Crasher]

026 109 101 M, carb cam- very soft and for a low compression engine.

026 109 101 A, why would you want to use the cam from a G60?

026 109 101 G, PB Digifant cam. OK but not ideal with K-Jet.

What injection system are you going to be running?

[Kazan]

Crasher ,

Thanks for the reply .

I believe that the M cam is a hydraulic version of the " Euro Caddy ( pickup ) Econo camshaft K-grind Solid Lifter " used in the PN , EZ , HM ,& RF motors , but have little information beyond what I have posted .

The A cam was the cam used in the GX low compression motor and the HT high compression motor .

The G cam was used in the 3A , GZ , PB , PF , RV , & RD motors .

Ideally what I would like , is some information about the power band's and drivability in the high compression motors like the 3A

As to the G-60 cam I believe it has 220 intake & exhaust duration, 110 lobe center , and zero overlap .

[Kazan]

Crasher ,

I will be running the CIS + Lamda .

[Crasher]

I would personally run the Kent GS2H but that may be a little too much for a Lambda controlled K-Jet although I do see some exceptionally stable idle figures on 1.9 and 2.0 engines with this cam. I had a Golf 1 GTI (still 1.8) in on Friday that I converted to hydraulic head and I fitted a GS2H cam when I did this. That idled at lambda 1 perfectly stable with around 200ppm and very low O2 but the figure escapes me. My own Golf 1 (3A 0.5-mm O/S pistons and crank for 2008-cc in a DX block) runs a solid tappet 42/36 Eurospec head and GS2 solid cam, the idle is abysmal and you can see flowers die at the roadside as it passes. The GS2H is a completely different cam and all round, I have never found anything better. My wife’s Golf 2 8v GTI (1.9 conversion, stage 1 head) runs a GS2H but that is a Digifant injection system. I have built dozens of Golf 1 and 2, 2 litre hydraulic tappet engines over the last fifteen years (all using 3A pistons and crank) and every single one, no matter what spec head, has received a GS2H cam. My personal favourite combination is an EV engined (bored and stroked to 82.5x92.8 for 1984cc) K-Jet 86-87 Golf 2 GTI with a stage 2 40/35 head and GS2H cam.