Whats the benifits/disadvantages of advancing your cam by 1 tooth?? What power increase would you expect?? Whats the procedure for doing this?? Thanks...

This one tooth bizzo comes about because it's 52 (i think) teeth from the bottom of the crank to the top of the cam drive (or something like that), but the japs actually count 0 as being the first when we start counting from 1 which is where the extra tooth comes from.

my cam is currently about 1 and a half teeth advanced... should be a bit more closer to 2, but no stally and stock ecu prevent me from doing so... might be worth a mention here that i dont have a standard cam in the car hehehe Some original photos have not been recovered yet.

.....still not finding out what i want to know.....

OK, i believe you should have the cam belt timing set to factory spec of 53 teeth, dot to dot, for maximum power, best fuel consumption, drivability etc. I dug this piece of information from out of the archives, apparently this is the reason some say advancing the cam belt one tooth will increase HP, it is because they have the wrong information to start with. A quote from someone else, in a thread about this before. "I think that the biggest problems with the timing belt power increases that some people are experiencing is due to a mistake made by Holden in the VL workshop manual 'Volume 2' Here is a Note from Volume 6 which was released later based on the turbo engine "Some issues of Volume 2, Section 6A 'Engine Mechanical' show the incorrect number of grooves in the drive belt between the crankshaft tooth gear and camshaft drive gear. There should be 53 grooves for 3.0E and 3.0ET engines, refer Fig. 6A-29a" If you wanna do something to make your car a bit more responsive, advance the dizzy a few degrees and run PULP. Atleast that way you wont do any damage. Mick

Yeah he's right. My Max Ellery manual got it wrong too. But my new holden factory manual (vol 6) has the correct information in it.

Sooooooo i should be checking my timing belt and making sure its correctly aligned 53 teeth?? so is this counting the first as 0 or 1?? And once i know that is right i should just advance my spark timing instead....?? (which it allready is at 25 degrees running PULP)

Max Ellerys worshop manual lol Is this why ive never lost to another N/A VL??

25 degres thats a long way considering they r ment to be at 15 make sure the thing isnt pinging and also just check the timing belt it should have the timeing marks on that

mines on 35 degrees. Even the mechanic seemed suprised we got it that far. advantages: less wear (=less maintinence), more power, better economy, lower emmissions. disadvantages: HAVE to use ultimate 98 or it'll ping. increased cost easily outweighed by more k's tho.

apparently if you advance the belt one tooth the na's go like a shower of ****.... as good as the turbo's.... never done it, have seen it done to one before though...

can someone explain how to advance the timing of the cam by 1 tooth? cuz im about to replace my timing belt.

your mad if u do it unless u have an after market cam dont u think that nissan would of thought of this while in the build process and the recearch and devalpment

advancing the cam by one tooth will improve bottom end torque at the expense of top end power. i used to have an adjustable cam gear on my n/a with a stock cam and the difference was barely noticeable with the cam slightly retarded, spot on, or slightly advanced.

Quote: Originally Posted by turbes the recearch and devalpment A winnar is yuo/ Some original photos have not been recovered yet.

natho is 100% correct. advancing = bottom end, retard = top end i think anyway that it will also increase ur timing by about 7.5 degrees (for 1 cam tooth, dont quote me thou, i mite b wrong), so dont wind ur dizzy forward to 25 degrees, then advance ur cam timing lol, = 32.5 degrees. its probably best to use a timing light (or good ears ) to adjust ur timing after playing with ur cam timing. Some original photos have not been recovered yet.

This is a copy of part of a post i submited earlier Quote "At low rpm the air speed through the port and valve is slower, so we try to have the valve reach its point of maximum lift at the same time the air speed reaches its maximum speed, for the best volumetric efficiency. But as rpm increases the air speed falls behind the increasing engine speed and torque drops off, but if we retard the inlet valve timing we can match the maximum valve lift point to the maximum air speed which is now later in the cycle, this will increase torque at higher rpm. So as you can see the engines torque can be increased over a much wider band (and torque times rpm equals HP) with the use of VVT, for any reasonable cam used. " Might be of a help Steven

So in the end what is the best combination of timing advances for both the spark and the cam? For 400m runs of course Oh yeah, and for totally stock VL's, no aftermarket cams Some original photos have not been recovered yet.