Have any of you guys changed from your high lift cam to the newer low lift cam. And if you did, does it make more power?. Has anybody changed to a 4 valve head and kept the old high lift cam? If you don't want to post on here, call me 618 838 2225. Thanks Vic
- Thread starter VicS
- Start date
4010 puller
Well-known Member
Isnt there one style cam they offered that was used when the 53 series engines were turning higher rpm"s(like 3800rpm, Naturally aspirated)?
buickanddeere
Well-known Member
Only a high lift/high velocity cam on the 2-53 and two valve heads.
Now I just may know of a 2-53 with a four valve head crafted on and the high lift/high velocity cam. Equipped with the updated cam follower and valve springs. The springs don't bind but there is no flow advantage and over 2600rpm may float the valves. A waste of time and money vs the two valve head as is. If the cam had been reground then a different issue.
If in a rpm limited class use the two valve heads and high lift/high velocity cam with the last spring update.
Four valve engines first used a low lift/high velocity cam. Then the factory revised to a low lift/low velocity cam.
If no rpm limit then regrind the 2-53 cam to low lift/low velocity and use either two or four valve heads. With lots of spring pressure above factory pressure.
Try as one may, it's tough to beat a bored and stroked H.
Now I just may know of a 2-53 with a four valve head crafted on and the high lift/high velocity cam. Equipped with the updated cam follower and valve springs. The springs don't bind but there is no flow advantage and over 2600rpm may float the valves. A waste of time and money vs the two valve head as is. If the cam had been reground then a different issue.
If in a rpm limited class use the two valve heads and high lift/high velocity cam with the last spring update.
Four valve engines first used a low lift/high velocity cam. Then the factory revised to a low lift/low velocity cam.
If no rpm limit then regrind the 2-53 cam to low lift/low velocity and use either two or four valve heads. With lots of spring pressure above factory pressure.
Try as one may, it's tough to beat a bored and stroked H.
Anonymous-0
Well-known Member
he did that all ready! now hes chasing Ms! lol. chads
4010 puller
Well-known Member
Vic:
Earlier (awhile back) you were asking about having blower work done. I think you were installing the new seal kit and teflon coating the rotor tips? Did you find anyone else that does this work other than Team Diesel?
Earlier (awhile back) you were asking about having blower work done. I think you were installing the new seal kit and teflon coating the rotor tips? Did you find anyone else that does this work other than Team Diesel?
Anonymous-0
Well-known Member
How can a Detroit be a naturaly spreated motor? I thought all 53 71 and 92 series Detroits had a blower on them.
Anonymous-0
Well-known Member
If you want more power,check into gearing up the blower and going to bigger injectors. I know for a fact it can be done with factory parts
Naturally aspirated refers to the action of atmospheric pressure filling the cylinder of a four cycle engine when the piston moves to the bottom of the cylinder on the intake stroke causing a low pressure situation in the cylinder. People refer to this as vacuum, but it really isn't, it's simply pressure lower than atmospheric, 14.7 psi.
This doesn't happen on a Detroit two-cycle because when the piston reaches the bottom both the ports in the bottom of the cylinder and the exhaust valves are open at the same time.
A blower is required, not to pressurize the cylinder like a turbo charger does, but is required to scavenge the spent exhaust gases from the cylinder and introduce fresh air for the next combustion event. Without a blower, atmospheric pressure in the air box and the exhaust manifold remain the same at 14.7, so no cylinder filling can occur. In other words, a Detroit won't run without a blower supplying pressure to the air box.
For lack of better wording, Detroit simply designates the two-cycle engines as NA (naturally aspirated).
This doesn't happen on a Detroit two-cycle because when the piston reaches the bottom both the ports in the bottom of the cylinder and the exhaust valves are open at the same time.
A blower is required, not to pressurize the cylinder like a turbo charger does, but is required to scavenge the spent exhaust gases from the cylinder and introduce fresh air for the next combustion event. Without a blower, atmospheric pressure in the air box and the exhaust manifold remain the same at 14.7, so no cylinder filling can occur. In other words, a Detroit won't run without a blower supplying pressure to the air box.
For lack of better wording, Detroit simply designates the two-cycle engines as NA (naturally aspirated).
buickanddeere
Well-known Member
It's written in black and white inside the DD service manuals. A non turbo two stroke is natural aspirated and a turbo'd two stroke is forced induction.
Thanks for the information. I have a 4 valve head I would really like to try, but thought I should get the cam ground to the newest specs. My diesel guy says there is free horsepower there. I don't know. He admits no big difference in the flow on a bench. Just says they scavage better. I don't want to go over 2600. I have a boat motor dyno now. I am going to know what makes a difference, when I get it figured out.
Anonymous-0
Well-known Member
vic, you got any use for a 420? freind of mine has one. block looks like it been worked on yrs ago, belive its stuck from sitting. i belive he wants around 1000 for it. i got a green tractor in here now. : )
buickanddeere
Well-known Member
Your DD guy has mixed up four valve 3,4,6,8 and 12 cylinder engines with the 2-53. Four valve engines were rated for 2800 but no two valve head engine was ever rated past 2400rpm. Have that in black and white in the DD manuals too.
Have to go with the low lift, low velocity cam and heavy springs to reliably keep the valves from hitting the piston. And to keep the valve train from floating.
Some guys over rev them for a while but but expect a wham, bang and , silence and smoke/ steam.
Have to go with the low lift, low velocity cam and heavy springs to reliably keep the valves from hitting the piston. And to keep the valve train from floating.
Some guys over rev them for a while but but expect a wham, bang and , silence and smoke/ steam.
buickanddeere
Well-known Member
618 area code, that far south in Illinois and so close to Kentucky. We had better write as I'll have problems understanding funny accents down there.
buickanddeere
Well-known Member
Look at the service specs in your 53 series service manual. The air box pressure is iirc under 12 inches water column of pressure .
Valves and piston ports are open at the same time.
Now if a turbo is added which causes exhaust back pressure, then airbox pressure will be measured in psi while under load.
Or if the cam timing is changed and/or sleeve port height is changed.
There are at least two different sleeve port heights for the 53 series.
There were 17 to 1 S engines. 19 to 1 turbo engines. 21 to 1 N engines. There may have been 25 to 1 military engines but they are considered some sort to proprietory military equipment not for public use.
Valves and piston ports are open at the same time.
Now if a turbo is added which causes exhaust back pressure, then airbox pressure will be measured in psi while under load.
Or if the cam timing is changed and/or sleeve port height is changed.
There are at least two different sleeve port heights for the 53 series.
There were 17 to 1 S engines. 19 to 1 turbo engines. 21 to 1 N engines. There may have been 25 to 1 military engines but they are considered some sort to proprietory military equipment not for public use.
buickanddeere
Well-known Member
Look at the service specs in your 53 series service manual. The air box pressure is iirc under 12 inches water column of pressure .
Valves and piston ports are open at the same time.
Now if a turbo is added which causes exhaust back pressure, then airbox pressure will be measured in psi while under load.
Or if the cam timing is changed and/or sleeve port height is changed.
There are at least two different sleeve port heights for the 53 series.
There were 17 to 1 S engines. 19 to 1 turbo engines. 21 to 1 N engines. There may have been 25 to 1 military engines but they are considered some sort to proprietory military equipment not for public use.
Valves and piston ports are open at the same time.
Now if a turbo is added which causes exhaust back pressure, then airbox pressure will be measured in psi while under load.
Or if the cam timing is changed and/or sleeve port height is changed.
There are at least two different sleeve port heights for the 53 series.
There were 17 to 1 S engines. 19 to 1 turbo engines. 21 to 1 N engines. There may have been 25 to 1 military engines but they are considered some sort to proprietory military equipment not for public use.
Leroy I took off on a big trip and drove to Alaska this summer, took all of my spare change. Also the little JD isn't hitting as hard as it should. Just have pulled it three times all summer. It does all-right if the track is a little slick, but if it is tacky clay it powers out. I'm working on a dragon slayer motor for this winter. I think I will take the WC to West Alton. 
Vic
Vicbuickanddeere
Well-known Member
The French are an odd bunch and are a country unto their own inside the rest of Canada.
Canada was originally French Catholics from France pushed together with English Prodistants from Great Britan. Needless to say, there is still discent between the two groups several centuries later as they really don't mix or get along with each other.
Canada was originally French Catholics from France pushed together with English Prodistants from Great Britan. Needless to say, there is still discent between the two groups several centuries later as they really don't mix or get along with each other.
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