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| TUF250 |
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Ok thank you. Do you know if the standard timing postion is retarded or advanced? I am thinking of using it in a sprint/circuit car (budget build) and will be looking for higher end power which I guess means that I want and advanced postion. Happy to loose some (not all) low down torque for it. I guess I could just move the chain along, I think I read one tooth changes the timing by 15 degrees or have I got that wrong?
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| KeyboardFighter |
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TUF250 wrote: Do you know if the standard timing position When the VCT solenoid if off it sits at full retard -15° and when the VCT gets full power it sits at +15° How far the VCT pushes the timing with lets say 6v for 0° TDC will depend on how hot/cold/thick the oil is. Normally the ECU will adjust the voltage(pwm) to the solenoid to compensate. also one tooth is 2.5 degrees i think, if you use the VCT gear you run a risk of it slipping and moving the timing but I have never had that happen to this point with my barra. if you want max power you will need to get a vernier cam gear so you can lock/fine tune your timing but you lose the VCT.
_________________ I may be dumb but at least i'm not a cop |
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| rod hansen |
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You are a*** about, no dc on the ocv's -10 degree's fully advanced.
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| TUF250 |
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So with no signal, prongs cut as advised. the timing would be locked to 10 degrees advanced? I would think this would be good for top end power?
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| KeyboardFighter |
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You won't get top-end power with the cam timing at 10 advance. I got the best power without using the VCT by taking the cam gear off (single center bolt) and eyeballing the timing closes to 0. you wont get true tdc without a vernier cam gear. It would be best to get a VCG as the VCT cam gear can slip and change the timing.
_________________ I may be dumb but at least i'm not a cop |
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| rod hansen |
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Can you explain how the gear slips when it is locked by a pin, when there is no oil supplied by the ocv's.
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| KeyboardFighter |
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If you can lock it with a pin then it wont slip at all. As for no oil your gess is as good as mine.
_________________ I may be dumb but at least i'm not a cop |
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| TUF250 |
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Any updates on this?
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| KeyboardFighter |
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TUF250 wrote: Any updates on this? https://www.youtube.com/edit?o=U&video_id=nuj2GMzNTFM No real updates, I might make a full conversion video when I finish pulling the barra out of my crashed BA, not the hackjob I did there because I had $50 to my name.
_________________ I may be dumb but at least i'm not a cop |
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| Aus user |
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Hello, this is my first post. Sorry if I am hijacking a post.
I have a Barra190 / 182 question. I had the mechanic fit a motor to our BA ute, he tells me it is a BA motor. After trying (unsuccessfully) to confirm the mileage (as I think he was lied to), a report came back saying the VIN belongs to a 2005 BF Fairmont. The engine number is Sep 2005, from what I know the Barra190 did not come out until Oct 2005. Could it be possible a 190 was put into a Fairmont 8 weeks early? Is there anyway of telling the difference from just looking at it? Sorry, this may seem like a silly question. It is not running 100% and from what I have researched, I may need to mod a few things if it is a 190. spark plugs run a different gap to begin with. Thank you in advance! |
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| KeyboardFighter |
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The barra 190 came out in all the BF model falcons and some later BA falcons that where made in late 2005. you should be able to swap a 190 motor into a 182 but the 190 engine has a slightly more lumpier cam and a better piston crown that boosts the compression up to 10.3:1 and another knock sensor was added due to the higher compression. The new engine in your use should work. I would keep the 190, you would need a new ecu to get the DiVCT to work but i wouldn't bother,
_________________ I may be dumb but at least i'm not a cop |
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| Aus user |
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Thank you!!!
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